CN212148845U - Translation type piggyback transportation system - Google Patents

Abstract

The utility model relates to a translation type piggyback transportation system, which comprises a piggyback car and station equipment, wherein the piggyback car comprises a body part and a support part, the body part comprises an underframe and a bogie arranged below the underframe, and two ends of the support part are respectively connected with one underframe; the station equipment comprises a loading and unloading station, a translation device, two groups of underframe lifting parts and two groups of supporting part lifting parts; the loading and unloading station is arranged at a side platform outside the track; the two groups of underframe lifting parts can respectively lift the underframe at the two ends of the supporting part to the center plate of the bogie without stress; the two groups of lifting parts of the supporting parts can respectively lift the two ends of the supporting parts, so that the two ends of the supporting parts are separated from the underframe; when the support part is in a separation state from the underframe, the translation device can move the support part between the track and the loading and unloading station. The structure of the piggyback car can be simplified, the weight can be reduced, and the separation, the matching and the translation operation between the support part and the body part can be realized in a loading and unloading yard.

Description

Translation type piggyback transportation system

Technical Field

The utility model relates to a transport technical field on back, concretely relates to translation formula transport system on back.

Background

The piggyback transportation system comprises a piggyback car and station field equipment, wherein the piggyback car is a convenient transportation mode that the piggyback car is automatically driven on a train station at an origin after road vehicles such as a road truck or a semi-trailer and the like load goods, long-distance transportation is completed through a railway, and the road vehicles can automatically drive off the piggyback car and drive to a final destination after reaching a destination train station.

The body of the piggyback car generally comprises a body part and a separable support part, when loading and unloading goods, the support part can be firstly translated from the body part and separated out, so that the highway vehicles can be conveniently driven up and down, and after the loading and unloading goods are finished, the support part can be installed on the body part. If the drive mechanisms for driving the holder to be translated from the body portion and separated therefrom are provided in the vehicle body, the overall structure of the vehicle body becomes more complicated, and the weight and cost of the vehicle body can be increased. Therefore, it is a technical problem to be solved by those skilled in the art how to simplify the structure of the piggyback car, reduce the weight of the piggyback car, and enable the separation, engagement, and translation operations between the bracket and the body at the loading/unloading yard.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a translation formula transport system that carries on back can simplify the structure of carrying on back car, realize the lightweight to can realize breaking away from between support portion and the body part, cooperation and translation operation at loading and unloading goods yard.

In order to solve the technical problem, the utility model provides a translation type piggyback transport system, which comprises a piggyback car and station equipment, wherein the piggyback car comprises a body part and a support part, the body part comprises an underframe and a bogie arranged below the underframe, and two ends of the support part are respectively connected with one underframe; the station yard equipment comprises a loading and unloading station, a translation device, two groups of underframe lifting parts and two groups of supporting part lifting parts; the loading and unloading station is arranged at a side platform outside the track; the two groups of underframe lifting parts can respectively lift the underframe at the two ends of the supporting part to the center plate of the bogie without stress; the two groups of lifting parts of the supporting parts can respectively lift two ends of the supporting parts, so that the two ends of the supporting parts are separated from the underframe; when the support part is separated from the underframe, the translation device can move the support part between the track and the loading and unloading station.

After the piggyback car reaches the preset position of a loading and unloading station, a group of underframe lifting parts are respectively arranged below the front underframe and the rear underframe of the supporting part, a group of supporting part lifting parts are respectively arranged below the front end and the rear end of the supporting part, the underframe and the supporting parts are simultaneously lifted from both ends by the two groups of underframe lifting parts until the two groups of bogie center plates are not stressed any more, the function of the underframe lifting parts is kept unchanged, the supporting parts are continuously lifted upwards from both ends by the two groups of supporting part lifting parts to be separated from the underframe, the function of the supporting part lifting parts is kept unchanged, and finally the supporting parts are acted by the translation device to translate outwards the track to the loading and unloading station to carry out loading and unloading operation.

The chassis lifting part, the supporting part lifting part, the translation device and the like are all arranged on the loading and unloading vehicle station, so that the body part of the piggyback vehicle does not need to be provided with the corresponding lifting part and the corresponding translation device, therefore, the piggyback vehicle can realize the lifting and translation operations in the loading and unloading vehicle station, simultaneously, the overall structure of the piggyback vehicle is simplified, the weight of the piggyback vehicle is further lightened, and the economy is improved. In addition, the station yard equipment can be matched with different piggyback vehicles passing through the track to load and unload goods, so that the applicability of the station yard equipment is improved, and the cost is further reduced.

Drawings

Fig. 1 is a schematic structural diagram of a translation type piggyback transport system according to an embodiment of the present invention;

FIG. 2 is a schematic view of the structure of the tray as it translates to the loading and unloading station;

FIG. 3 is a schematic diagram of a configuration of a yard device;

FIG. 4 is a schematic view of a portion of the structure of FIG. 3;

fig. 5 is a schematic structural view of an embodiment of a body part of a piggyback car;

FIG. 6 is a schematic view of a tray structure;

FIG. 7 is an exploded view of FIG. 6;

FIG. 8 is an enlarged view of a portion of FIG. 7 at the upper hook;

FIG. 9 is a front view of FIG. 8;

FIG. 10 is an enlarged view of a portion of FIG. 7 at A;

FIG. 11 is an enlarged view of a portion of FIG. 7 at B;

FIG. 12 is a schematic view of the construction of an end wall;

FIG. 13 is a schematic view of the structure of FIG. 12 from another perspective;

FIG. 14 is a connecting structure diagram of a middle wall and an inclined wall;

FIG. 15 is a schematic view of the structure of FIG. 14 from another perspective;

FIG. 16 is a block diagram of two end bogies mounted to a bogie and connected to each other;

FIG. 17 is a block diagram of the end chassis body and end connection mechanism;

FIG. 18 is a side view of the structure of FIG. 17 mounted to a truck and connected to a bracket;

FIG. 19 is an exploded view of FIG. 17;

FIG. 20 is an enlarged view of the end longitudinal support member of FIG. 17;

FIG. 21 is an enlarged view of the end lateral stop of FIG. 17;

FIG. 22 is an enlarged view of the first composition of FIG. 17;

FIG. 23 is an enlarged view of the second composition of FIG. 17;

FIG. 24 is an enlarged view of the third composition of FIG. 17;

FIG. 25 is an enlarged view of the third and fourth stringers of FIG. 17;

FIG. 26 is an enlarged view of the first and second bolster of FIG. 17;

FIG. 27 is an enlarged view of one of the end side bearings of FIG. 17;

fig. 28 is an enlarged view of one of the container lock brackets of fig. 17;

FIG. 29 is an enlarged view of a set of reinforcing panel members of FIG. 17;

FIG. 30 is a block diagram of a joint chassis;

FIG. 31 is a side view of FIG. 30 mounted to a truck and connected to a bracket;

FIG. 32 is a block diagram of one of the articulating chassis sections of FIG. 30;

FIG. 33 is another view from FIG. 32;

FIG. 34 is a block diagram of another articulating chassis section of FIG. 30;

FIG. 35 is an exploded view of FIG. 32;

FIG. 36 is an enlarged view of the longitudinal support of the joint of FIG. 27;

FIG. 37 is an enlarged view of the transverse joint limiter of FIG. 27;

FIG. 38 is an enlarged view of the first composition of FIG. 27;

FIG. 39 is an enlarged view of the second and third articular beams of FIG. 27;

FIG. 40 is an enlarged view of one of the articulating side bearings of FIG. 27;

FIG. 41 is an enlarged view of a set of reinforcing plate members of FIG. 27;

FIG. 42 is a structural view of the first locking mechanism mounted to an end coupling hook;

FIG. 43 is a view showing the configuration of an end portion connecting hook, a holder portion, and a first locking mechanism in a locked state;

FIG. 44 is a side view of FIG. 43;

FIG. 45 is a side view of FIG. 43 in an unlocked state;

figure 46 is a coupling configuration of the first lock body and first locking actuation beam assembly;

FIG. 47 is an exploded view of FIG. 46;

FIG. 48 is a view showing the first position-limiting portion, the second position-limiting portion and the first guide sleeve fixed to the end portion of the hook;

FIG. 49 is a structural view of a second locking mechanism mounted to an end coupler hook;

FIG. 50 is a view showing the configuration of an end portion connecting hook, a holder portion, and a second locking mechanism in a locked state;

FIG. 51 is a view of the end hitch hook, the bracket, and the second locking mechanism in an unlocked position;

FIG. 52 is a view showing the second guide sleeve, the fourth position-limiting portion, and the rotary support fixed to the end connection hook;

fig. 53 is a connection structure view of the second push beam, the coupling beam unit and the second lock body;

fig. 54 is a schematic structural view of the second connecting sleeve;

FIG. 55 is a schematic structural diagram of a transfer block;

FIG. 56 is a schematic view of the lock cylinder;

figure 57 is a structural schematic view of a second lock body;

FIG. 58 is a schematic view of a rotary support;

FIG. 59 is a block diagram of the first lateral stop mechanism mounted to the end coupling hook;

FIG. 60 is a block diagram of one embodiment of a first lateral stop mechanism;

FIG. 61 is an exploded view of FIG. 60;

FIG. 62 is a schematic view of the structure of the pedestal;

FIG. 63 is a view showing a split structure of the first coupling beam;

FIG. 64 is a block diagram of another embodiment of the first lateral stop mechanism;

FIG. 65 is an exploded view of the coupling structure of the first stopper beam and the coupling end portion of FIG. 64;

FIG. 66 is a view showing the relative positions of the hook and the holder portion with respect to the end portion in the stopped state of the second lateral stopping mechanism;

FIG. 67 is an enlarged partial view of FIG. 66;

FIG. 68 is a view of the relative positions of the second transverse stop mechanism with respect to the end coupling hook and the bracket in an unlocked position;

FIG. 69 is an enlarged partial view of FIG. 68;

FIG. 70 is a block diagram of a second lateral stop mechanism mounted to an end coupling hook;

FIG. 71 is an exploded view of FIG. 70;

FIG. 72 is a block diagram of a brake pipe guard;

FIG. 73 is an enlarged view at C of FIG. 72;

FIG. 74 is an enlarged view at D of FIG. 72;

FIG. 75 is an enlarged view at E of FIG. 72;

FIG. 76 is a view of the brake pipe guard in the connected state of the receiver and body;

FIG. 77 is an enlarged view of the circled portion of FIG. 76;

FIG. 78 is a structural view of the brake pipe guard in a state where the holder portion and the body portion are separated;

FIG. 79 is an enlarged view of the circled portion of FIG. 78;

fig. 80 is a structural view of the first protective limiting part and the second protective limiting part disposed on the support;

FIG. 81 is a view showing the structure of the first pivotal plate;

FIG. 82 is a view of the second pivotal plate;

FIG. 83 is a view showing the structure of a protective barrier;

FIG. 84 is a view showing the construction of the tube hanger plate;

FIG. 85 is a view of the construction of a pipe hanger connecting plate;

FIG. 86 is a schematic view of the undercarriage lifting mechanism in an uppermost position;

FIG. 87 is a perspective view of FIG. 86;

figure 88 is a perspective view of the undercarriage lifting arrangement in a lowermost position;

FIG. 89 is a schematic view of the first base;

FIG. 90 is a schematic view of an embodiment of a support base;

FIG. 90a is a schematic view of another embodiment of a support base;

FIG. 91 is a schematic view of the construction of the push rod;

FIG. 92 is a schematic view of the structure of the rocker;

FIG. 93 is a schematic view of the structure of the first support bar;

fig. 94 is a schematic structural view of a longitudinal positioning device provided in an embodiment of the present invention in an uppermost position;

FIG. 95 is a front view of FIG. 94;

FIG. 96 is a schematic view of the longitudinal positioning device in a lowermost position;

FIG. 97 is a front view of FIG. 96;

FIG. 98 is a schematic view of the second base;

FIG. 99 is a schematic view of the slide mount configuration;

fig. 100 is a partial schematic view of the longitudinal positioning device.

The reference numerals are explained below:

100 tracks; 200 side platform lifting part; 300 an external drive member; 400 an inner driving member; 500 driving wheels; 600 a translation section;

1a body part;

2 end underframe, 21 end underframe body, 2101 first cross beam, 2102 second cross beam, 2103 first longitudinal beam, 2104 second longitudinal beam, 2105 third longitudinal beam, 2106 fourth longitudinal beam, 2107 first bolster, 2108 second bolster, 2109 end draft beam, 2110 impact seat, 2111 container lock seat, 2112 end side bearing, 2113 reinforcement plate, 2114 saddle mount, 2115 bumper mount, 22 end connection, 221 end connection hook, 221a end recess, 221b end hook main body, 221b-1 end hook split, 221b-2 end receiving cavity, 221c end hook wall plate, 221d end first connection hole, 221e end second connection hole, 222 end longitudinal support, 222a end longitudinal support main body, 222b end wear plate, 223 end transverse stop, 223a end transverse stop slot, 223b left guide surface, 223c right guide surface;

3 joint underframe, 3a joint underframe segment, 31 joint underframe body, 3101 first joint crossbeam, 3102 second joint crossbeam, 3103 third joint crossbeam, 3104 first joint longitudinal beam, 3105 second joint longitudinal beam, 3106 joint traction beam, 3107 first joint floor, 3108 second joint floor, 3109 joint side bearing, 3110 stiffening plate, 32 joint connecting mechanism, 321 end connecting hook, 321a end groove, 321b joint hook main body, 321b-1 joint hook split, 321b-2 joint accommodating cavity, 321c joint hook wall plate, 321d joint first connecting hole, 321e joint second connecting hole, 322 end longitudinal support, 322a end longitudinal support main body, 322b joint wear plate, 323 end transverse limit piece, 323a joint transverse limit groove, 323b left guide surface, 323c right guide surface, 33 joint, 34 joint bearing;

4-bracket part, 41 bottom wall, 411 middle wall body, 411a longitudinal beam, 411a-1 flat beam section, 411a-1 flat plate, 411a-1b reinforced beam, 411a-2 grid beam section, 411a-2a small beam, 411a-2b connecting plate, 411b transverse beam, 411b-1 rotation center plug-in part, 411b-2 longitudinal positioning block, 412 end wall body, 412a main body part, 412a-1 positioning part, 412b connecting part, 412b-1 vertical plate part, 412b-2 side plate part, 412b-3 inclined plate part, 412c lower circular shaft, 412d pressing plate, 413 inclined wall body, 42 side wall, 421 upper hook, 421a top surface section, 421b side surface section, 421c abrasion plate, 422 guide limiting part, 423 reinforced structure, 423a plate, 423b end plate, 423c outer side plate, 423d inner side plate, 423e notched groove;

5, a locking mechanism, 51, a first lock body, 511, 512, a first limit end, 513, a mounting groove, 514, a second limit end, 52, a third hinge shaft, 521, a locking mounting plate, 522 bolts, 53, a first limit part, 54, a first locking driving beam assembly, 541, a first push beam, 541a, a first connecting sleeve, 541b, a first elastic piece, 541c, a first supporting piece, 542, a first guide sleeve, 543, a transmission beam and 55, a second limit part;

51 'a locking head, 511' a locking part, 512 'a supporting part, 513' an arc-shaped notch, 514 'a supporting groove, 52' a second lock body, 521 'an insertion section, 522' a sliding groove, 523 'a large-size supporting section, 524' a small-size supporting section, 53 'a second locking driving beam assembly, 531' a second push beam, 531a 'a second connecting sleeve, 531 b' a second elastic member, 531c 'a second supporting member, 532' a second guiding sleeve, 533 'a connecting beam unit, 533 a' a first locking connecting beam, 533b 'a second locking connecting beam, 533 c' a transfer block, 533c-1 'a fixed hinge point, 533 c-2' a first hinge point, 533c-3 'a second hinge point, 54' a rotation supporting body, 541 'a rotation shaft part, 542' a third limiting part, 543 'a slide rail, and 55' a fourth limiting part;

6 transverse stopping mechanism, 61 support, 611 via hole, 612 mounting hole, 613 stopping connecting plate, 614 guard plate, 615 stopping upper cover plate, 62 first stopping beam, 621 thick neck, 622 thin neck, 623 step surface, 624 first anti-loosening element, 63 stopping driving beam assembly, 631 first connecting beam, 6311 first driving end, 6312 connecting end, 631a long plate, 631a-1 strip guide hole, 631b short plate, 631b-1 passing hole, 631c roller, 631d-1 rod, 631d-2 head, 631d-3 lock nut, 631e strip guide groove, 631f locker, 631g first washer, 632 second connecting beam, 633 first hinge shaft, 633a mounting plate, 634 second hinge shaft, 64 third elastic element, 65 stopping limiting element;

61 'a second stopper beam, 611' a driving end, 612 'a stopper end, 613' a hinge shaft, 613a 'a large diameter section, 613 b' a small diameter section, 613c 'a third stopper, 613 d' a second gasket, 62 'a stopper beam, 63' a first stopper, 64 'a second stopper, 65' a fourth elastic member;

7, a chassis lifting device; 71 a first base, 711 a first slideway, 712 a pin holder, 713 a rolling plate; 72 support seat, 721 second slide; 731 driving part, 732 locking component, 733 push rod, 7331 first section, 7332 second section, 7333 bending, 7334V-shaped connecting piece, 7335 first roller, 734 rocking bar, 7341 notch, 7342 shaft hole; 74 support member, 741 first support rod, 7411 reinforcement sleeve, 742 second support rod; 75, sliding shafts are arranged on the sliding blocks, 751 rollers are arranged on the sliding blocks; 76 a lower sliding shaft; 77 a first unlocking portion, 78 a second unlocking portion;

8, a hydraulic lifting device;

9 longitudinal positioning means; 91 second seat, 911 third slide; 92 sliding seat, 921 first hinging seat, 922 sliding block; 93 a second hydraulic cylinder, 931 a second piston rod; 94 an elevating part; 95 positioning parts, 951 cross beams, 9511 second hinge seats, 952 positioning blocks, 953 second rollers and 954 abutting plates; 96 swing rods; 97 spacing portion, 971 first connecting rod, 972 second connecting rod.

10 of a brake pipe protection device, 11 of a protection shell, 111 of a C-shaped protection beam, 112 of a protection closing plate, 113 of a pipe crane assembly, 1131 of a protection baffle plate, 1132 of a pipe crane base plate, 1133 of a pipe crane connecting plate, 12 of a protection connecting piece, 12a of a protection inner end part, 12b of a protection outer end part, 12C of a protection switching part, 12d of a protection through hole, 121 of a first pivoting plate, 122 of a second pivoting plate, 123 of a pivoting shaft, 1231 of a limiting pin, 124 of a fixed shaft, 125 of a protection roller, 13 of a first protection limiting part, 14 of a magnetic part, and 15 of a second;

20 brake pipe, 201 flange joint.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present invention, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.

In the application, the length direction of the piggyback car is taken as the longitudinal direction, and the longitudinal direction also refers to the front-back direction; in the running plane of the railway vehicle, the direction vertical to the longitudinal direction is the transverse direction, the transverse direction also refers to the left-right direction, in the transverse direction, the position relatively close to the transverse center of the railway track is the inner position, and the position relatively far away from the transverse center of the railway track is the outer position; the direction perpendicular to the running plane is vertical, wherein the direction relatively far away from the ground is upward, and the direction relatively close to the ground is downward.

In this application, the use of "first," "second," "third," and the like are used for ease of description in a similar manner and are not to be construed as indicating or implying relative importance or order relationship.

Referring to fig. 1-4, fig. 1 is a schematic structural diagram of a translation piggyback transport system according to an embodiment of the present invention; FIG. 2 is a schematic view of the structure of the tray as it translates to the loading and unloading station; FIG. 3 is a schematic diagram of a configuration of a yard device; FIG. 4 is a schematic view of a portion of the structure of FIG. 3;

the embodiment of the utility model provides a translation type piggyback transport system, as shown in fig. 1 and fig. 2, the translation type piggyback transport system comprises a piggyback car and station equipment, wherein, the piggyback car comprises a body part 1 and a supporting part 4, the body part 1 comprises an underframe and a bogie arranged below the underframe, and two ends of the supporting part 4 are respectively connected with one underframe; as shown in fig. 3 and 4, the station yard equipment includes a loading and unloading station, a translation device, two sets of chassis lifting portions and two sets of supporting portion lifting portions, wherein the loading and unloading station is disposed at a side station outside the track 100, and the two sets of chassis lifting portions can respectively lift the chassis at two ends of the supporting portion 4, so that the two sets of chassis drive the supporting portion 4 to move upward until the center plate of the bogie is no longer stressed; the two groups of lifting parts can respectively lift two ends of the lifting part 4 to separate the lifting part 4 from the underframe.

When the support part 4 is in a separated state from the underframe, the translation device can move the support part 4 between the track 100 and the loading and unloading station, namely, the translation device can move the support part 4 outwards to the loading and unloading station for loading and unloading operation, after loading and unloading are completed, the translation device can also move the support part 4 inwards to the track 100 corresponding to the underframe, and then the support part 4 is descended under the action of the support part lifting part and matched with the underframe.

Specifically, as shown in fig. 1, after the piggyback car reaches the preset position of the loading and unloading station, a set of chassis lifting portions are respectively disposed below the front and rear two chassis of the supporting portion 4, a set of supporting portion lifting portions are respectively disposed below the front and rear ends of the supporting portion 4, the chassis and the supporting portion 4 are simultaneously lifted from both ends by the two sets of chassis lifting portions until the two sets of bogie center plates are no longer stressed, the chassis lifting portions keep their functions unchanged, the supporting portions 4 are continuously lifted upward from both ends by the two sets of supporting portion lifting portions to be separated from the chassis, then the supporting portion lifting portions keep their functions unchanged, and finally the supporting portion 4 is acted on the rail 100 by the translation device to be translated to the loading and unloading station (as shown in fig. 2) so as to perform the loading and unloading operation.

In this embodiment, the chassis lifting portion, the supporting portion lifting portion, and the translation device are all disposed in the loading and unloading yard, so that the body portion of the piggyback car does not need to be provided with the corresponding lifting portion and the translation device 600. In addition, the station yard equipment can be matched with different piggyback vehicles passing through the track 100 to load and unload goods, so that the applicability is improved, and the cost is further reduced.

In the above embodiment, the station yard equipment is provided with a translation path perpendicular to the rail 100, the tray portion 4 can move to the loading and unloading station along the translation path after being separated from the underframe, the translation device 600 includes the driving assembly and the translation portion 600, and the driving assembly can drive the translation portion 600 to drive the tray portion 4 to move along the translation path. In detail, after being lifted by the chassis lifting part and the supporting part, the supporting part 4 is separated from the chassis, then the driving component drives the translation part 600 to move to the lower part of the supporting part 4 along the translation path, the supporting part lifting part acts to enable the supporting part 4 to descend and fall onto the translation part 600, then the driving component acts on the translation part 600 to enable the driving component to drive the supporting part 4 to move to a loading and unloading station outside the rail 100 along the translation path, and after loading and unloading are completed, the translation part 600 can drive the supporting part 4 to reversely move to the rail 100 along the translation path and correspond to the chassis.

Specifically, the translation path may be a sliding rail or a sliding groove, so as to limit the movement of the translation portion 600, and ensure that the translation portion 600 can correspond to the bottom frame when the driving support portion 4 moves inwards to the rail 100 along the translation path, and can move to the loading and unloading station when moving outwards, which is not specifically limited herein.

Alternatively, in this embodiment, the tray portion 4 may be moved to a side platform outside the track 100 by a moving trolley, and the driving assembly, the translation portion 600 and the translation path may be arranged to simplify the overall structure, ensure the stability of translation, avoid the tray portion 4 from being deflected during the translation process, and ensure that it can move along the translation path.

Further, the driving assembly includes an outer driving member 300 and an inner driving member 400, wherein the outer driving member 300 is disposed at a loading/unloading station of a side platform outside the track 100, the inner driving member 400 is disposed inside the track 100, top ends of the outer driving member 300 and the inner driving member 400 are respectively provided with driving wheels 500, an axis of each driving wheel 500 is parallel to the track 100 (i.e., perpendicular to the translation path), and the top end of each driving wheel 500 abuts against a lower end surface of the translation portion 600 and can drive the translation portion 600 to move along the translation path. That is, the driving wheels 500 are respectively disposed outside the rail 100 and inside the rail 100 for driving the translation portion 600 to move along the translation path, or in this embodiment, the driving assembly may further include a push-pull portion capable of pushing and pulling the holder 4 to move along the translation path, the push-pull portion is disposed at a side platform outside the rail 100, each driving wheel 500 is only a common roller, the push-pull portion is capable of pushing and pulling the holder 4 to roll along the roller, and the arrangement of the external driving member 300 and the internal driving member 400 having the driving wheels 500 may simplify the overall structure.

In the above embodiment, the lower end surface of the translation portion 600 is provided with the first limiting portion, the driving wheel 500 is provided with the second limiting portion, the first limiting portion and the second limiting portion are matched with each other and can enable the translation portion 600 to move along the translation path, and the stability and the accuracy of the translation of the support portion 4 are ensured. Specifically, the structure of the first limiting part and the second limiting part is not limited, if the first limiting part is set to be a limiting groove, the second limiting part is set to be a limiting lug, or the first limiting part can be set to be a limiting lug, and the second limiting part can be set to be a limiting groove. The cross section of the limiting groove may be a U-shaped structure or a V-shaped structure, which is not limited herein.

In the above embodiment, the loading and unloading station is further provided with a side platform lifting portion 200 for lifting the tray portion 4. The side platform lifting portion 200 is used for lifting and supporting the supporting portion 4 at the loading and unloading station, that is, after the supporting portion 4 is translated to the loading and unloading station outside the track 100 by the translation device, the side platform lifting portion 200 lifts the supporting portion 4 upwards, then the translation portion 600 of the translation device moves to the outside of the loading and unloading station along the translation path, and the height of the supporting portion 4 is lowered by the action of the side platform lifting portion 200 until the height difference between the two ends of the supporting portion 4 and the ground at the two ends of the loading and unloading station is within a preset range, so that the loading and unloading operation can be performed.

Specifically, after the translation portion 600 moves the tray portion 4 to the loading and unloading station, the tray portion can move out of the loading and unloading station, so that the descending height of the tray portion 4 is prevented from being affected. The ground of the side platform at the both ends of this loading and unloading station can set up the excessive device of slope, also can be through the backing plate in order to reduce the difference in height between ground and the 4 tip of support portion, perhaps, can also set up the recess in the loading and unloading station, with the setting of side platform portion of lifting 200 in the recess to make this support portion 4 can descend to the difference in height between its tip and the side platform ground all can in predetermineeing the within range, specifically can set up according to actual conditions, so that loading and unloading goods go on smoothly.

In the above embodiment, the outer driving member 300 and the side platform lifting portion 200 are disposed at a distance from the two side platforms outside the track 100, that is, the side platforms outside the track 100 are respectively provided with loading and unloading stations and can be loaded and unloaded, after the translation portion 600 translates one of the supporting portions 4 to the loading and unloading station of one of the side platforms, the translation portion 600 moves to the assembling station of the side platform on the other side of the track 100 by the action of the side platform lifting portion 200, and the other supporting portion 4 which is loaded and unloaded is translated inwards to correspond to the underframe, so that the loading and unloading efficiency of the piggyback vehicle passing through the loading and unloading station can be effectively improved.

In addition, in the case of a loading/unloading yard in which a plurality of rails 100 and a plurality of side platforms are arranged side by side, each side platform is provided with a loading/unloading station and shares the same translation path and translation device, and in this case, the translation unit 600 can perform the work of transporting the tray unit 4 between the plurality of loading/unloading stations and the rails 100, thereby simplifying the overall structure.

Referring to fig. 5, fig. 5 is a schematic structural view of a body of a piggyback car according to an embodiment.

As shown in fig. 5, the two ends of the holder 4 in the longitudinal direction are provided with connecting structures, wherein the connecting structures include an upper hook 421 and a lower round shaft 412c extending in the transverse direction, the bottom frame is provided with an end connecting mechanism 22, the end connecting mechanism 22 includes an end connecting hook 221 and an end longitudinal support 222, the end connecting hook 221 forms an upwardly-arranged hook opening, in the assembled state, the lower round shaft 412c can be hung against the hook opening of the end connecting hook 221, and the upper hook 421 can be clamped on the end longitudinal support 222.

With the structure, two connection points formed by the upper hook 421 and the end longitudinal support piece 222, the lower circular shaft 412c and the end connection hook 221 can be arranged between the two longitudinal ends of the support part 4 and the body part 1, and the connection between the support part 4 and the body part 1 can be more reliable; and when separating, lift the chassis through the chassis lifting part, chassis, tray 4 can also use the central axis of the lower round axle 412c as the rotation central line to relatively rotate, force the junction of the upper hook 421 and the end longitudinal connector 222 to loosen, and then can facilitate the separation of tray 4 and chassis.

The following embodiments of the present invention will describe the structure of different components of the body of the piggyback car respectively.

Holder 4

Referring to fig. 6-15, fig. 6 is a schematic view of a holder structure; FIG. 7 is an exploded view of FIG. 6; FIG. 8 is an enlarged view of a portion of FIG. 7 at the upper hook; FIG. 9 is a front view of FIG. 8; FIG. 10 is an enlarged view of a portion of FIG. 7 at A; FIG. 11 is an enlarged view of a portion of FIG. 7 at B; FIG. 12 is a schematic view of the construction of an end wall; FIG. 13 is a schematic view of the structure of FIG. 12 from another perspective; FIG. 14 is a connecting structure diagram of a middle wall and an inclined wall; fig. 15 is a schematic structural diagram of fig. 14 from another view angle.

As shown in fig. 6, in conjunction with fig. 8 and 9, the clamping surface of the upper hook 421 and the end longitudinal support 222 may include a top section 421a and two side sections 421b to form a U-shaped clamping surface with an opening facing downward; of the two side surface sections 421b, the first one may be a vertical surface, the second one may be an inclined surface inclined from top to bottom in a direction away from the first one, or both the two side surface sections 421b may be inclined surfaces inclined from top to bottom in a direction away from the other one.

Thus, the clamping surface can form a tapered clamping opening which is gradually reduced from bottom to top, the tapered clamping opening can facilitate the clamping of the upper hook 421 and the end part longitudinal support piece 222, the clamping effect can be increased along with the approach degree of the support part 4 and the body part 1, and the connection characteristic that the lower part is the tighter can be formed; moreover, since the lower opening of the tapered snap fitting is large, once the connection of the upper hook 421 and the end longitudinal support 222 is loosened, the separation of the two can be made easier.

It should be noted that, the scheme that the above-mentioned toper clamped the mouth is only a preferred scheme of the embodiment of the utility model, and can not be regarded as the restriction to the utility model provides a carry-on back car's automobile body's implementation scope, when concrete implementation, two side sections 421b also can all set up to vertical face, and this technical effect with this technical effect of this body part joint installation can be satisfied equally.

In the process of mounting, separating and the like of the holder 4 and the body part, there may be a friction force in the form of sliding friction, static friction and the like between the clamping surface of the upper hook 421 and the body part, and the upper hook 421 may be worn, and therefore, holder wear plates 421c may be provided at both side surface sections 421b to replace direct wear of the upper hook 421 by wear of the holder wear plates 421c, which has a positive effect of improving the service life of the holder 4.

With continued reference to fig. 9, each holder wear plate 421c can be connected to the side section 421b by a connecting member in the form of a screw or the like, and during the installation, separation and use of the holder 4, the direction of the friction force applied to each holder wear plate 421c is perpendicular to the axial direction of the connecting member, which may cause each connecting member to bear unnecessary shear force, and under the long-term use condition, the shear force may seriously affect the connection reliability of the holder wear plate 421 c. In fact, even if the holder wear plate 421c is fixed by welding, the above-described shearing force is applied to the weld.

To this end, the embodiment of the present invention provides a shear stop structure between the support wearing plate 421c and the side section 421b to offset the friction force borne by the support wearing plate 421c through the shear stop structure, so that each connecting member (or welding seam) can be basically in the state of not being stressed vertically, and the reliability of connection can be higher.

In detail, the shear-resisting stopping structure may be disposed on the holder wearing plate 421c, as shown in fig. 9, the holder wearing plate 421c may be substantially L-shaped, and a transverse portion of the L-shape may abut against the side surface segment 421b, so that a frictional force acting on the holder wearing plate 421c may act on the upper hook 421 through the transverse portion, thereby eliminating the above-mentioned shearing force; alternatively, the shear stop structure may be disposed on the side section 421b, for example, the side section 421b on the right side in fig. 9 may be provided with a notch, the tray wear plate 421c may be installed in the notch and abut against the top wall of the notch, and then the friction force borne by the tray wear plate 421c may be offset by the acting force of the top wall, so as to finally eliminate the shear force.

Referring to fig. 7, the tray 4 may include a bottom wall 41 and two side walls 42 connected to the bottom wall 41, and both longitudinal ends of the side walls 42 may be provided with upper hooks 421.

Furthermore, the side wall 42 may further be provided with a guiding limiting part 422, and the guiding limiting part 422 may be specifically arranged on the upper hook 421, and may be shaped like a plate, a block, a column, or the like, and is mainly used for cooperating with a limiting guiding part (specific structure may be referred to as description about the body portion 1 later) of the body portion 1 to guide the installation of the holder portion 4, and can form a transverse limiting of the holder portion 4.

For example, the limiting guide of the body portion 1 may be provided with a limiting guide groove, from bottom to top, the limiting guide groove may include an equal-width groove section and a wider groove section, where the width refers to a transverse dimension, the width of the equal-width groove section may be substantially the same as the guiding limit piece 422, and the width of the wider groove section may gradually increase from bottom to top, so that, by the cooperation of the guiding limit piece 422 and the wider groove section, the installation of the holder portion 4 may be guided to ensure the accuracy of the installation position of the holder portion 4, and when the guiding limit piece 422 is inserted into the equal-width groove section, the cooperation of the guiding limit piece 422 and the equal-width groove section may also transversely limit the holder portion 4.

The lateral surface of side wall 42 can also be equipped with additional strengthening 423 to improve the intensity of side wall 42, this additional strengthening 423 specifically can be the strengthening part of forms such as strengthening rib, reinforcing plate, perhaps the utility model provides a when the automobile body of carrying the back car is used for transporting container, this additional strengthening 423 can be for the installation position of container lock, so, can save the additional strengthening 423 that sets up alone, is favorable to simplifying the structure of side wall 42.

With reference to fig. 10 and 11, in an exemplary scheme, an upper cover plate of the side wall 42 may be first modified by setting an installation position of the container lock, a notch groove 423e may be provided on an outer side of the upper cover plate, an inner side plate 423d and an outer side plate 423c may be respectively provided on inner and outer sides corresponding to a position of the notch groove 423e, and a middle plate 423a and an end plate 423b connecting the inner side plate 423d and the outer side plate 423c, and the installation position in this form has an obvious reinforcing effect on the side wall 42, and may replace reinforcing members in the form of a conventional reinforcing rib, a reinforcing plate, and the like.

It is to be understood that the above description of the specific structure of the container lock mounting position is only an exemplary description of the mounting position of a specific container lock, and this is not intended to represent all types of mounting positions of container locks, and in the specific implementation, if the structure of the required container lock changes, the structure of the mounting position may be adapted, which is referred to the prior art and will not be described in detail herein.

The bottom wall 41 may include a middle wall 411 and end walls 412 at both longitudinal sides of the middle wall 411. As shown in fig. 12 and 13, the end wall 412 may include a main body portion 412a and a connecting portion 412b, wherein the connecting portion 412b may be used to connect the main body portion 412a and the sidewall 42; in the loading and unloading process, as the road vehicle is to be opened and closed continuously, the wheels of the road vehicle are to roll the main body part 412a frequently, in order to improve the strength and the service life of the main body part 412a, the main body part 412a can adopt a box-type structure, which can ensure the strength on one hand and reduce the weight on the other hand; a lower circular shaft 412c may be installed at an end of the body portion 412a away from the middle wall 411.

The connecting portion 412b may be a C-shaped plate including a vertical plate portion 412b-1 and a side plate portion 412b-2, so that the strength of the connecting portion 412b itself may be high, and the connection reliability of the main body portion 412a and the side wall 42 may be ensured to a greater extent. Furthermore, the side plate portion 412b-2 may further include an inclined plate section 412b-3 which is inclined gradually upward from the inside to the outside, and in conjunction with fig. 12, this form of the inclined plate section 412b-3 may guide the tire of the road vehicle to ensure that the tire of the road vehicle rolls on the main body portion 412a as much as possible.

The body portion 412a may also be provided with pressure plates 412d at both lateral sides thereof, and the pressure plates 412d may be provided as driving members for driving the brake pipe guard (not shown) to rotate back when the holder 4 is dropped and mounted to the body portion.

As shown in fig. 14 and 15, the middle wall 411 may include two longitudinal beams 411a spaced apart in the transverse direction, and the two longitudinal beams 411a may be connected by a plurality of transverse beams 411b spaced apart in the longitudinal direction. Because the weight of the road vehicle is mainly transmitted through the wheels on the two transverse sides, the middle wall 411 adopting the structure can respectively bear the gravity transmitted by the wheels on the two transverse sides through the two transverse spaced longitudinal beams 411a, and the part of the transverse middle area, which does not need to be directly contacted with the wheels, can adopt a hollow structure formed by a plurality of spaced transverse beams 411b, so that the weight of the middle wall 411 is reduced.

Of course, the middle wall 411 may be a one-piece wall, which does not affect its load-bearing function for road vehicles.

Each longitudinal beam 411a may include a flat beam segment 411a-1 and a grid beam segment 411a-2, the flat beam segment 411a-1 may include a slab 411a-1a and a plurality of reinforcing beams 411a-1b installed at the bottom of the slab 411a-1a, and the structural forms of the reinforcing beams 411a-1b may be various, such as the combination of beams staggered horizontally and vertically, of course, other structures may be adopted as long as the technical effect of reinforcing the slab 411a-1a can be achieved; the grid beam section 411a-2 may comprise a plurality of small beams 411a-2a arranged at intervals along the longitudinal direction, and two small beams 411a-2a adjacent along the longitudinal direction may be connected by connecting plates 411a-2 b.

By adopting the design, a gap is formed between two adjacent small cross beams 411a-2a of the grid beam section 411a-2, so that the covering and blocking can be conveniently installed to limit the wheels of road vehicles; the flat beam section 411a-1 can be used as a parking position of the semitrailer landing leg so as to be matched with a landing leg bottom plate, and further the landing leg of the semitrailer can be reliably supported.

It should be noted that the embodiment of the present invention does not limit the ratio of the longitudinal beam 411a and the transverse beam 411b in the transverse direction of the middle wall 411, and at the same time, does not limit the ratio of the flat beam segment 411a-1 and the grid beam segment 411a-2 in the longitudinal direction of the longitudinal beam 411a, and in the specific implementation, those skilled in the art can set the ratios according to actual needs.

The bottom wall 41 may further include inclined walls 413 gradually inclined upward from inside to outside, and the inclined walls 413 are located at two lateral sides of the middle wall 411 and are used for connecting the middle wall 411 and the side walls 42. The inclined wall 413, which functions similarly to the inclined plate 412b-3, can be used to guide the tire of the road vehicle to ensure that the tire of the road vehicle stays on the two longitudinal beams 411a as much as possible; in the embodiment of the drawings, both longitudinal ends of the inclined wall 413 may be connected to the inclined plate part 412b-3 as described above.

The lower terminal surface of support portion 4 is equipped with location one, and the up end of translation portion 600 is equipped with the location two that is fit with location one. When translation portion 600 moved to the below of support portion 4, location one corresponds with location two, then support portion 4 descends and fixes with translation portion 600 through location one and the cooperation of location two for can avoid support portion 4 to take place the drunkenness for translation portion 600 in the translation process, and, still can guarantee translation portion 600 when moving in to track 100 or outside track 100, can drive this support portion 4 to correspond and the cooperation of loading and unloading station with the chassis, thereby guarantee stability and accuracy nature.

Specifically, the structures of the first positioning part and the second positioning part are not limited, for example, the first positioning part can be set as a positioning hole, the second positioning part can be set as a positioning pin, or the first positioning part can be set as a positioning pin, and the second positioning part can be set as a positioning hole. As shown in fig. 13, the positioning portion 412a-1 may be provided on the bottom surface of the end wall 412.

Body part 1

Based on the above-mentioned form of the support part 4, the structure of the body part 1 of the body of the piggyback car provided by the present invention is not limited in practice, as long as the end connection mechanism 22 can be provided to match with the connection structure at the longitudinal two ends of the support part 4.

The embodiment of the utility model provides a quantity that includes support portion 4 according to each section automobile body can fall into two kinds of forms with the automobile body:

first, as shown in fig. 5, the number of the receiving portions 4 may be one, the end chassis may be the end chassis 2, the number of the end chassis 2 may be two, one bogie may be provided below each of the two end chassis 2, the end connection mechanism 22 may be provided on each of the two end chassis 2, and the receiving portions 4 may be installed between the two end chassis 2.

Secondly, the number of the supporting parts 4 can be multiple, the underframe is divided into an end underframe 2 and a joint underframe 3, wherein, the number of the end underframe 2 is two, the number of the joint underframe 3 is at least one, limited by the axle weight, the number of the supporting parts 4 usually does not exceed two, and when the number of the supporting parts 4 is two, the number of the joint underframe 3 is one. The joint underframe 3 can comprise two joint underframe subsections 3a, the two joint underframe subsections 3a can be connected through joints and positioned between the two end underframe subsections 2, a bogie is respectively arranged below the two end underframe subsections 2, the lower parts of the two joint underframe subsections 3a can share one bogie, and two support parts 4 can be respectively arranged between the adjacent end underframe subsections 2 and the joint underframe subsections 3 a; therefore, the longitudinal length of each section of the vehicle body can be more fully utilized to improve the cargo capacity of the vehicle body, and the transportation cost can be effectively reduced.

For the end chassis 2, which may include the end attachment mechanism 22 described above, the specific configuration is shown in fig. 16-29, fig. 16 is a block diagram of the attachment of two end chassis to the truck and to each other; FIG. 17 is a block diagram of the end chassis body and end connection mechanism; FIG. 18 is a side view of the structure of FIG. 17 mounted to a truck and connected to a bracket; FIG. 19 is an exploded view of FIG. 17; FIG. 20 is an enlarged view of the end longitudinal support member of FIG. 17; FIG. 21 is an enlarged view of the end lateral stop of FIG. 17; FIG. 22 is an enlarged view of the first composition of FIG. 17; FIG. 23 is an enlarged view of the second composition of FIG. 17; FIG. 24 is an enlarged view of the third composition of FIG. 17; FIG. 25 is an enlarged view of the third and fourth stringers of FIG. 17; FIG. 26 is an enlarged view of the first and second bolster of FIG. 17; FIG. 27 is an enlarged view of one of the end side bearings of FIG. 17; fig. 28 is an enlarged view of one of the container lock brackets of fig. 17; fig. 29 is an enlarged view of a set of reinforcing plate members of fig. 17.

When there are multiple car bodies, as shown in fig. 16, two adjacent car bodies may be connected by two end chassis 2, in which the two end chassis 2 are connected by a coupler. And, each end underframe 2 is provided with a bogie thereunder, that is, one end underframe 2 is correspondingly mounted on one bogie.

In connection with fig. 17, the end connection mechanism 22 is connected to the rear end of the end chassis body 21, and the definition of front and rear is mainly determined in connection with the view angle in the drawing, and in fact, since each vehicle body includes two symmetrically arranged end chassis 2, the front-rear and left-right positional relationship of the two end chassis 2 is actually opposite, which can be understood in connection with the labels of front, rear, left and right in fig. 16.

The end connection mechanism 22 includes an end connection hook 221. The end portion coupling hook 221 has a hook opening facing upward, and an end portion groove 221a extending in the lateral direction is provided on an inner hook surface of the end portion coupling hook 221.

As shown in fig. 20, in the coupled state, the lower circular shaft 412c of the holder 4 is seated in the end groove 221a and is supported upward by the inner surface of the end groove 221a, so that the lower circular shaft 412c is supported vertically and effectively, and the inner surface of the end groove 221a also serves as a longitudinal stopper. Therefore, the end chassis 2 and the holder 4 have good connection reliability. Further, by applying an upward lifting force to the holder 4, the lower circular shaft 412c can be disengaged from the end groove 221a, facilitating the separation of the end chassis 2 from the holder 4.

Further, as shown in fig. 17, the end connecting mechanism 22 further includes an end longitudinal supporting member 222, and the end longitudinal supporting member 222 is located above the end connecting hook 221, specifically, directly above or obliquely above.

As shown in fig. 20, end longitudinal support 222 includes an end longitudinal support body 222a and end wear plates 222b fixed to the front and rear ends of end longitudinal support body 222 a.

As shown in fig. 6, an upper hook 421 is provided at an end of the holder 4, and a hook opening of the upper hook 421 faces downward.

As shown in fig. 18, in the coupled state, the end vertical support body 222a extends into the hook opening of the upper hook 421, and the two hooks are hooked together, and the end wear plate 222b at the front end abuts against the front side of the inner hook surface of the upper hook 421, and the end wear plate 222b at the rear end abuts against the rear side of the inner hook surface of the upper hook 421, thereby supporting the holder 4 in the vertical direction. Thus, the connection reliability of the end underframe 2 and the support part 4 can be further improved, and the separation convenience of the end underframe 2 and the support part 4 is not influenced.

As shown in fig. 20, the upper portion of front end wear plate 222b is inclined rearward relative to the lower portion, and the upper portion of rear end wear plate 222b is inclined forward relative to the lower portion. Meanwhile, the inner surface of the end portion groove 221a forms an end portion guide surface which can guide the falling of the holder 4 at the time of installation when engaged with the lower circular shaft 412c, and which can also be engaged with the lower circular shaft 412c to guide the rotational separation of the holder 4 from the body portion 1.

Specifically, when the tray 4 is connected to the end chassis 2, the end guide surface may guide the lower circular shaft 412c to gradually slide into the end connection hook 221 to guide the installation of the tray 4, and when the tray 4 continuously drops, the degree of the engagement between the end longitudinal support body 222a and the upper hook 421 may be gradually increased, so that the upper hook 421 can firmly hook the end longitudinal support body 222 a; when the tray portion 4 and the end chassis 2 are separated, an upward lifting force (force F in fig. 18) is applied to the position of the end chassis 2 near the rear end by the tray portion lifting portion, and when the end chassis 2 is lifted to a certain height, the end chassis 2 rotates counterclockwise by using the central axis of the lower circular shaft 412c as the rotation center under the guiding action of the inner surface of the end groove 221a, so that the end longitudinal support body 222a and the upper hook 421 are unlocked, and the end chassis 2 and the tray portion 4 can be conveniently separated. In short, with this arrangement, the connection reliability and the separation convenience of the end chassis 2 and the tray 4 can be improved.

In the illustrated embodiment, the top of the end longitudinal support main body 222a is a trapezoid structure (see fig. 20) with a small top and a large bottom, and the height position of the end wear plate 222b at the rear end is lower than that of the end wear plate 222b at the front end, so that the end chassis 2 can be smoothly rotated counterclockwise without interference. Of course, the structure for avoiding interference is not limited to this, and may be adjusted appropriately in actual implementation. In fig. 20, the end wear plate 222b is connected to the end longitudinal support body 222a by bolts and nuts, and the end longitudinal support body 222a has a hollow structure and is provided with an oblong hole at the bottom, so that the end wear plate 222b can be easily replaced.

In the illustrated embodiment, the end groove 221a is a cylindrical groove (see fig. 17), such that the inner surface thereof can function as the guide when engaged with the cylindrical lower shaft 412c, but in practice, the end groove 221a is not limited to a cylindrical groove.

Further, as shown in fig. 17, the end connecting mechanism 22 further includes an end transverse limiting member 223, the end transverse limiting member 223 is a limiting guiding member disposed on the end underframe 2 and matched with the guiding limiting member 422 of the holder 4, the end transverse limiting member 223 is located above, specifically directly above or obliquely above the end connecting hook 221, and the end transverse limiting member 223 is located in front, specifically directly in front or obliquely in front of the end longitudinal support member 222.

As shown in fig. 21, the end lateral restraint member 223 includes an end lateral restraint groove 223 a.

Referring to fig. 18, in the connected state, the guiding position-limiting member 422 is inserted into the end portion transverse limiting groove 223a, and a left groove wall and a right groove wall of the end portion transverse limiting groove 223a are respectively located at left and right sides of the guiding position-limiting member 422, so as to limit the transverse position of the guiding position-limiting member 422. In this way, the reliability of connection between the end chassis 2 and the receiver 4 can be further improved.

In the illustrated embodiment, the left and/or right upper groove walls of the lateral end limiting groove 223a may be formed with left and right guide surfaces 223b and 223c (see fig. 21), respectively, the upper side of the left guide surface 223b being inclined to the left with respect to the lower side, and the upper side of the right guide surface 223c being inclined to the right with respect to the lower side, so that the guide limiting member 422 may be guided into the lateral end limiting groove 223 a.

In fig. 21, the end portion lateral limiting member 223 is composed of a U-shaped plate and two rib plates, and in practical implementation, the structure of the end portion lateral limiting member 223 is not limited thereto.

As shown in fig. 17 and 19, the end chassis body 21 includes a first cross member 2101, a second cross member 2102, a first longitudinal member 2103, a second longitudinal member 2104, a third longitudinal member 2105, a fourth longitudinal member 2106, a first bolster 2107, a second bolster 2108, an end draft beam 2109, an impact seat 2110, an end side bearing 2112, a saddle mount 2114, and a bumper mount 2115 (see fig. 20).

As shown in fig. 13, the first cross member 2101 is disposed in front of the second cross member 2102, the first longitudinal member 2103 and the second longitudinal member 2104 are fixed to rear sides of both ends of the first cross member 2101, the third longitudinal member 2105 and the fourth longitudinal member 2106 are fixed to front sides of both ends of the second cross member 2102, a rear end of the first longitudinal member 2103 and a front end of the third longitudinal member 2105 are fixed to a right end of the first bolster 2107, and a rear end of the second longitudinal member 2104 and a front end of the fourth longitudinal member 2106 are fixed to a left end of the second bolster 2108, respectively, thereby forming a frame. The end draft sill 2109 is positioned inside the frame, the front end of the end draft sill 2109 is fixed to the first beam 2101, the rear end is fixed to the second beam 2102, and the left end of the first bolster 2107 and the left end of the second bolster 2108 are fixed to the left and right sides of the end draft sill 2109, respectively. The beam-to-beam fixation may be welding. The shock mount 2110 is fixed to the front side of the first cross member 2101, and may be rivet or bolt fixed, and the shock mount 2110 is connected to a coupler to bear the impact of the coupler. The end connection 22 is fixed to the second cross member 2102, and may be welded. One end side bearing 2112 is fixed to the first bolster 2107, and the other end side bearing 2112 is fixed to the second bolster 2108, which may be welded.

As shown in fig. 22, the second cross member 2102 and the end connecting hook 221 constitute a first component. In the figure, two end connecting hooks 221 are provided, one fixed to the lower side of the left end of the second cross member 2102 and the other fixed to the lower side of the right end of the second cross member 2102. Referring to fig. 13, two end longitudinal supporting members 222 are further provided, one of which is fixed to the rear side of the left end of the second cross member 2102 and the other of which is fixed to the rear side of the right end of the second cross member 2102, and two end lateral limiting members 223 are further provided, one of which is fixed to the upper side of the left end of the second cross member 2102 and the other of which is fixed to the upper side of the right end of the second cross member 2102.

As shown in fig. 23, the first cross member 2101, the first and second longitudinal members 2103, 2104, and the impact socket 2110 constitute a second assembly.

As shown in fig. 24, the saddle attachment seat 2114 and the shock absorber attachment seat 2115 are fixed inside the end draft sill 2109, constituting a third component. The end draft sill 2109 includes a draft upper plate and a draft lower plate arranged in parallel, and a draft web arranged therebetween, the draft upper plate being provided with a plate opening through which the saddle mount 2114 is exposed.

As shown in fig. 25, the third longitudinal beam and the fourth longitudinal beam have the same structure, and each of the third longitudinal beam and the fourth longitudinal beam includes a trough beam with an upward notch, a cover plate covering the notch of the trough beam, and a circular tube transversely penetrating through the trough beam.

As shown in fig. 26, the first and second bolster structures are identical, and each includes an upper bolster plate, a lower bolster plate, two bolster webs, and two bolster partitions.

As shown in fig. 19, the two end side bearings are identical in structure. As shown in fig. 27, the end side bearing includes a side bearing bottom plate, three side bearing vertical plates, a side bearing adjustment pad, and a side bearing wear plate. The three side bearing vertical plates are connected above the side bearing bottom plate and are connected in an I shape. The side bearing adjusting backing plate is connected below the side bearing bottom plate, the side bearing wearing plate is connected below the side bearing adjusting backing plate, and the side bearing adjusting backing plate, the side bearing wearing plate and the side bearing wearing plate are connected together through bolts, nuts and washers.

Further, as shown in fig. 17, the end chassis body 21 further includes two container locking sockets 2111. One container lock seat 2111 is fixed to the upper sides of the third longitudinal beam 2105, the first sleeper beam 2107 and the second cross beam 2102, and the other container lock seat 2111 is fixed to the upper sides of the fourth longitudinal beam 2106, the second sleeper beam 2108 and the second cross beam 2102, and may be welded and fixed specifically. In the figure, the two container locking sockets 2111 have the same structure.

As shown in fig. 28, the container lock seat 2111 includes a horizontally disposed container bottom plate, vertical container vertical plates connected to the left and right sides of the container bottom plate, and three horizontal container vertical plates connected between the two vertical container vertical plates, one horizontal container vertical plate is located at the end of the container bottom plate, and the other two horizontal container vertical plates are located in the middle of the container bottom plate. And a rib plate is arranged between the two transverse containerized vertical plates and the containerized bottom plate at the middle part and is positioned between the two transverse containerized vertical plates at the middle part.

Further, as shown in fig. 19, the end chassis body 21 further includes a reinforcing plate 2113. In fig. 19, two sets of stiffening plates 2113 are provided, one set connected between the second cross beam 2102 and the third longitudinal beam 2105 and the other set connected between the second cross beam 2102 and the fourth longitudinal beam 2106. The two sets of stiffening assemblies 2113 are identical in structure. As shown in fig. 29, each set of reinforcement assemblies 2113 includes one transverse rib and two triangular ribs.

The structure of the joint underframe 3 has certain similarities with the end underframe 2, and particularly at the end connection mechanism 22, specifically, reference may be made to fig. 30 for a structural view of the joint underframe, fig. 31 for a side view of fig. 26 mounted to a bogie and connected to a bracket, fig. 32 for a structural view of one joint underframe section in fig. 30, fig. 33 for another perspective view of fig. 32, fig. 34 for a structural view of another joint underframe section in fig. 30, fig. 35 for an exploded view of fig. 32, fig. 36 for an enlarged view of a joint longitudinal support in fig. 35, fig. 37 for an enlarged view of a joint transverse limiting member in fig. 35, fig. 39 for an enlarged view of a first component in fig. 35, fig. 39 for an enlarged view of a second joint beam and a third joint beam in fig. 35, fig. 40 for an enlarged view of one joint side bearing in fig. 35, and fig. 41 for an enlarged view of a set of reinforcement.

As shown in fig. 30, the joint chassis section 3a includes a joint chassis body 31, a joint connection mechanism 32, and a joint 33, and the joint connection mechanism 32 is an end connection mechanism 3 attached to the joint chassis 3 and fixed to the rear end of the joint chassis body 31, and the joint 33 is fixed to the front end of the joint chassis body 31. The two joint chassis sections 3a have their ends close to each other as the front ends thereof, and have their ends far from each other as the rear ends thereof. During the application, the joints 33 of the two joint chassis subsections 3a are connected through joint bearings, and in the connection state, the two joint chassis subsections 3a can rotate around the transverse direction and the vertical direction so as to adapt to the flexible requirements when the vehicle turns and walks on a slope.

As shown in fig. 31, in application, each joint underframe section 3a is connected with one bracket 4, two adjacent brackets 4 are connected through the joint underframe 3, and a bogie is arranged below the two joint underframe sections 3a, that is, two joint underframe sections 3a (one joint underframe 3) are correspondingly arranged on one bogie.

As shown in fig. 32 and 34, the joints 33 of the two joint chassis sections 3a have different structures, and the joint 33 of one joint chassis section 3a is a female joint, and the joint of the other joint chassis section 3a is a male joint, and in the connected state, the male joint extends into the female joint to be rotatably connected.

The joint connecting mechanisms 32 of the two joint chassis sections 3a have the same structure and the joint chassis main bodies 31 have the same structure, and in the connected state, the joint connecting mechanisms 32 of the two joint chassis sections are laterally symmetrical to each other and the joint chassis main bodies 31 of the two joint chassis sections are laterally symmetrical to each other. Next, a specific structure of the joint coupling mechanism 32 will be described, and a specific structure of the joint chassis body 31 will be described.

As shown in fig. 32, the articulation mechanism 32 includes an articulation hook 321. The opening of the knuckle joint hook 321 faces upward, and a knuckle groove 321a extending in the transverse direction is formed on the inner hook surface of the knuckle joint hook 321.

As shown in fig. 31, in the coupled state, the lower circular shaft 412c of the holder 4 is seated in the joint groove 321a, and is supported upward by the inner surface of the joint groove 321a, so that the lower circular shaft 412c is supported vertically and effectively, and the inner surface of the joint groove 321a also serves as a longitudinal stopper. Therefore, the joint underframe 3 and the support part 4 have better connection reliability. Moreover, the supporting part lifting part applies an upward lifting force to the supporting part 4, so that the lower circular shaft 412c can be separated from the joint groove 321a, and the joint underframe 3 and the supporting part 4 can be conveniently separated.

Further, as shown in fig. 32, the joint connecting mechanism 32 further includes a joint longitudinal supporting member 322, and the joint longitudinal supporting member 322 is located above the joint connecting hook 321, specifically, directly above or obliquely above.

As shown in fig. 36, the joint longitudinal support 322 includes a joint longitudinal support body 322a and joint wear plates 322b fixed to the front and rear ends of the joint longitudinal support body 322 a.

As shown in fig. 6, an upper hook 421 is provided on the upper side of the end of the holder 4, and the hook opening of the upper hook 421 faces downward.

As shown in fig. 31, in the coupled state, the end vertical support main body 322a extends into the hook opening of the upper hook 421, and the two hooks are hooked together, and the joint wear plate 322b at the front end abuts against the front side of the inner hook surface of the upper hook 421, and the joint wear plate 322b at the rear end abuts against the rear side of the inner hook surface of the upper hook 421, thereby providing a vertical support function for the holder 4. Therefore, the connection reliability of the joint underframe 3 and the support part 4 can be further improved, and the separation convenience of the joint underframe 3 and the support part 4 is not influenced.

As shown in fig. 36, the upper portion of the front end joint wear plate 322b is inclined rearward relative to the lower portion, and the upper portion of the rear end joint wear plate 322b is inclined forward relative to the lower portion. Meanwhile, the inner surface of the joint groove 321a forms a joint guide surface which can guide the falling of the holder 4 at the time of installation in cooperation with the lower circular shaft 412c, and which can also cooperate with the lower circular shaft 412c to guide the rotational separation of the holder 4 from the joint chassis 3.

Specifically, when the holder 4 is connected to the joint chassis 3, the joint guide surface may guide the lower circular shaft 412c to gradually slide into the joint connecting hook 321 to guide the installation of the holder 4, and when the holder 4 continuously drops, the degree of the engagement between the joint longitudinal support body 322a and the upper hook 421 may be gradually increased, so that the upper hook 421 may firmly hook the joint longitudinal support body 322 a; when the support part 4 and the joint chassis 3 are separated, an upward lifting force (force F in fig. 31) can be applied to a position of the joint chassis 3 near the rear end, and when the joint chassis 3 is lifted to a certain height, the joint chassis 3 rotates by taking the central axis of the lower circular shaft 412c as a rotation center under the guiding action of the inner surface of the joint groove 321a, so that the joint longitudinal support main body 322a and the upper hook 421 are unlocked, and the joint chassis 3 and the support part 4 can be conveniently separated. In short, by such an arrangement, the connection reliability and the separation convenience of the joint underframe 3 and the holder 4 can be improved.

In the illustrated embodiment, the top of the joint longitudinal support main body 322a is a trapezoid structure (see fig. 36) with a small top and a large bottom, and the height of the joint wear plate 322b at the rear end is lower than that of the joint wear plate 322b at the front end, so that the joint chassis section 3a can be smoothly rotated in the transverse direction without interference. Of course, the structure for avoiding interference is not limited to this, and may be adjusted appropriately in actual implementation. In fig. 36, the joint wear plate 322b is connected to the joint longitudinal support body 322a by bolts and nuts, and the joint longitudinal support body 322a has a hollow structure and is provided with an oblong hole at the bottom, so that the joint wear plate 322b can be replaced easily.

In the illustrated embodiment, the joint recess 321a is a cylindrical recess (see fig. 32), so that the inner surface thereof can serve as the guide when being engaged with the cylindrical lower shaft 412c, but the joint recess 321a is not limited to the cylindrical recess in practical implementation.

Further, as shown in fig. 32, the joint connecting mechanism 32 further includes a joint transverse limiting member 323, the joint transverse limiting member 323 is a limiting guiding member disposed on the joint base frame 3 and matched with the guiding limiting member 422 of the holder 4, the joint transverse limiting member 323 is located above the joint connecting hook 321, specifically, directly above or obliquely above, and the joint transverse limiting member 323 is located in front of the joint longitudinal support member 322, specifically, directly in front of or obliquely in front of.

As shown in fig. 37, the joint lateral restraint 323 includes a joint lateral restraint groove 323 a.

As shown in fig. 31, in the connected state, the guide limiting member 422 is inserted into the joint transverse limiting groove 323a, and a left groove wall and a right groove wall of the joint transverse limiting groove 323a are respectively located at left and right sides of the guide limiting member 422 to limit the transverse position of the guide limiting member 422. In this way, the reliability of connection between the joint chassis 3 and the receiver 4 can be further improved.

In the illustrated embodiment, the left and/or right upper groove walls of the joint transverse limiting groove 323a form a left guide surface 323b and a right guide surface 323c (see fig. 37), respectively, and the upper side of the left guide surface 323b is inclined to the left with respect to the lower side, and the upper side of the right guide surface 323c is inclined to the right with respect to the lower side, so that the guide limiting member 422 is guided into the joint transverse limiting groove 323 a.

In fig. 37, the joint transverse limiting member 323 is composed of a U-shaped plate and two rib plates, and in practical implementation, the structure of the joint transverse limiting member 323 is not limited thereto.

As shown in fig. 32 and 33, the joint chassis body 31 includes a first joint cross member 3101, a second joint cross member 3102, a third joint cross member 3103, a first joint longitudinal member 3104, a second joint longitudinal member 3105, a joint traction member 3106, a first joint floor 3107, and a second joint floor 3108.

The first joint cross beam 3101 is arranged behind the second joint cross beam 3102 and the third joint cross beam 3103, the left end of the first joint cross beam 3101 is fixed with the left end of the second joint cross beam 3102 through the first joint longitudinal beam 3104, the right end of the first joint cross beam 3101 is fixed with the right end of the third joint cross beam 3103 through the second joint longitudinal beam 3105, and the right end of the second joint cross beam 3102 and the left end of the third joint cross beam 3103 are fixed with the front end of the joint traction beam 3106, respectively, so as to form a joint frame; the rear end of the joint traction beam 3106 is fixed to the first joint beam 3101; the beam-to-beam fixation may be welding. The joint 33 is fixed to the front end of the joint traction beam 3106, and may be welded.

The first joint floor 3107 and the second joint floor 3108 are covered on the top frame opening of the joint frame and are respectively positioned at the left and right sides of the joint traction beam 3106, the first joint floor 3107 is fixed on the second joint cross beam 3102, the first joint longitudinal beam 3104 and the joint traction beam 3106, and the second joint floor 3108 is fixed on the third joint cross beam 3103, the second joint longitudinal beam 3105 and the joint traction beam 3106, which may be welded and fixed.

As shown in fig. 38, the first joint beam 3101 and the joint coupling hook 321 constitute a first component. In the figure, two joint connection hooks 321 are provided, one of which is fixed to the lower side of the left end of the first joint beam 3101 and the other of which is fixed to the lower side of the right end of the first joint beam 3101. Referring to fig. 32, two joint longitudinal supports 322 are further provided, one of which is fixed to the rear side of the left end of the first joint beam 3101 and the other of which is fixed to the rear side of the right end of the first joint beam 3101; two joint lateral stoppers 323 are also provided, one fixed to the left end upper side of the first joint beam 3101 and the other fixed to the right end upper side of the first joint beam 3101.

In a specific embodiment, the second joint beam 3102 and the third joint beam 3103 have the same structure, and each of them includes a bottom plate, double webs, and a partition plate disposed between the double webs (see fig. 39). The first and second articulated stringers 3104, 3105 are identical in construction and are each channel beams with their notches facing upwards (see fig. 35). The first joint floor 3107 and the second joint floor 3108 have the same structure, and are both plate structures with a hole in the center. The knuckle traction beam 3106 includes a traction upper deck and a traction lower deck with a traction riser disposed therebetween.

Further, as shown in fig. 32, the joint chassis body further includes two joint side bearings 3109, the two joint side bearings 3109 are respectively located on the left and right sides of the joint 33, one joint side bearing 3109 is fixed on the front side of the second joint beam 3102, and the other joint side bearing 3109 is fixed on the front side of the third joint beam 3103. In a specific embodiment, the two articular side bearings 3109 have the same structure. As shown in fig. 40, the articulated side bearing includes a side bearing lower cover plate, a side bearing upper cover plate, and a side bearing riser disposed therebetween.

Further, as shown in fig. 32, the joint chassis body 31 further includes a reinforcing plate 3110. In a specific embodiment, two sets of stiffening plate members 3110 (see fig. 35) are provided, one set of stiffening plate members 3110 is fixed between the first joint floor 3107 and the first joint beam 3101, and the other set of stiffening plate members is fixed between the second joint floor 3108 and the first joint beam 3101. As shown in fig. 41, each set of stiffening elements 3110 includes one transverse rib and two triangular ribs.

The end chassis 2 and the joint chassis 3 may be respectively provided with a locking mechanism 5, the locking mechanism 5 may lock or unlock the vertical holding part 4 and the body part 1, and the installation positions of the locking mechanism 5 on the end chassis 2 and the joint chassis 3 are similar.

In the end chassis 2, referring to fig. 22, the end connection hook 221 includes an end hook main body 221b, and the end hook main body 221b includes two end hook sub-bodies 221b-1 arranged at a spacing in the lateral direction and an end receiving cavity 221b-2 formed between the two end hook sub-bodies 221b-1, and the locking mechanism 4 may be installed in the end receiving cavity 221 b-2. In fig. 22, the end portion connection hook 221 further includes an end portion hook wall plate 221c covering an outer hook surface of the end portion hook main body 221b, the end portion hook wall plate 221c is provided with an end portion first connection hole 221d, the end portion first connection hole 221d is communicated with the end portion accommodation cavity 221b-2, the bottom frame lifting portion is provided with a first unlocking portion 77, when the end portion bottom frame 2 is lifted by the bottom frame lifting portion, the first unlocking portion 77 can extend into the end portion accommodation cavity 221b-2 through the end portion first connection hole 221d to unlock the locking mechanism 5, and after unlocking, the support portion 4 can be separated from the end portion bottom frame 2. In fig. 22, the end portion connection hook 221 is further provided with an end portion second connection hole 221 e.

In the knuckle chassis 3, the knuckle connection hook 321 includes a knuckle hook body 321b, and the knuckle hook body 321b includes two knuckle hook sub-bodies 321b-1 arranged at a spacing in the lateral direction and a knuckle accommodation cavity 321b-2 formed between the two knuckle hook sub-bodies 321b-1, and the locking mechanism 5 may be installed in the knuckle accommodation cavity 321 b-2. In fig. 38, the joint coupling hook 321 further includes a joint hook wall plate 321c covering the outer hook surface of the joint hook main body 321b, the joint hook wall plate 321c is provided with a joint first connection hole 321d, the joint first connection hole 321d is communicated with the joint accommodating cavity 321b-2, when the joint chassis 3 is lifted by the chassis lifting part, the first unlocking part 77 can extend into the joint accommodating cavity 321b-2 through the joint first connection hole 321d to unlock the locking mechanism 5, and after unlocking, the holder 4 can be separated from the joint chassis 3.

That is to say, when lifting the chassis through the chassis lifting part, can unblock the locking between chassis and the tray part 4 simultaneously, then it can directly lift the tray part 4 through the tray part lifting part, need not to set up extra unblock part, and it is comparatively convenient to operate.

Since the mounting structures of the locking mechanism on the end chassis 2 and the joint chassis 3 are similar, the following description of the specific structure of the locking mechanism will be given by taking the locking mechanism mounted on the end chassis 2 as an example, and for the locking mechanism 5, the present embodiment provides two structures of the locking mechanism 5.

42-48, FIG. 42 is a structural view showing the first locking mechanism 5 mounted on the end connecting hook; FIG. 43 is a view showing the configuration of an end portion connecting hook, a holder portion, and a first locking mechanism in a locked state; FIG. 44 is a side view of FIG. 43; FIG. 45 is a side view of FIG. 43 in an unlocked state; figure 46 is a coupling configuration of the first lock body and first locking actuation beam assembly; FIG. 47 is an exploded view of FIG. 46; fig. 48 is a structural view of the first position-limiting portion, the second position-limiting portion, and the first guide sleeve fixed to the end portion connecting hook.

As shown in fig. 42 to 48, the locking mechanism 5 includes: the first lock body 51 is hinged with the end connecting hook 221 through a third hinge shaft 52, one end of the first lock body 51 is a locking end 511, the other end is a first limiting end 512, and the third hinge shaft 52 is positioned between the locking end 511 and the first limiting end 512; a first stopper portion 53, the first stopper portion 53 being fixed in the end accommodating chamber 221b-2 (see fig. 48);

a first lock actuator beam assembly 54 connected to the first lock body 51;

in the locked state, as shown in fig. 44, the first stopper end 512 abuts against the first stopper 53 from top to bottom, and the locking end 511 abuts against the holder 4 to lock the holder 4; in the unlocked state, as shown in fig. 45, the first locking driving beam assembly 54 can drive the first limiting end 512 to be separated from the first limiting portion 53 from bottom to top, and the locking end 511 is rotated to be separated from the holder 4.

With such a structure, as shown in fig. 44 and 45, when locking, if there is a separation trend between the holder 4 and the end connecting hook 221, the holder 4 will generate an upward force on the locking end 511 to drive the locking end 511 to rotate counterclockwise, and due to a bottom-up supporting force generated by the first limiting part 53 on the first limiting end 512, the first lock body 51 can be prevented from rotating counterclockwise, so that the position of the locking end 511 can be ensured to be unchanged, and the holder 4 can be reliably locked; when the lock is unlocked, the first locking driving beam assembly 54 can drive the first limiting end 512 to be separated from the first limiting part 53 from bottom to top, the first lock body 51 can rotate clockwise, the rotating direction of the first locking driving beam assembly is opposite to the stopping direction of the first limiting part 53, the locking end 511 and the support part 4 can be separated smoothly, the smooth unlocking of the support part 4 can be realized, and the separation of the support part 4 and the end connecting hook 221 is not influenced.

Here, the embodiment of the present invention is not limited to the structure of the first stopper 53, and may be plate-shaped or block-shaped; similarly, the embodiment of the present invention does not limit the number of the first limiting portions 53, and the number of the first limiting portions may be one, or may include a plurality of mutually independent limiting portions, as long as the above technical effects can be achieved.

In a detailed embodiment, as shown in fig. 46, the first locking driving beam assembly 54 may include a first push beam 541, a first guide sleeve 542, and a driving beam 543, the first guide sleeve 542 is fixed in the end receiving cavity 221b-2 (refer to fig. 48), the first push beam 541 is slidably connected to the first guide sleeve 542, one end of the driving beam 543 may be hinged to the first lock body 51, and the other end of the driving beam 543 may be hinged to the first push beam 541.

In this way, when the first push beam 541 is moved upward by the driving force, the transmission beam 543, which is hinged to the first push beam 541, may convert the linear motion of the first push beam 541 into a rotational motion of the first lock body 51, so as to transmit the unlocking driving force to the first lock body 51, and thus, the unlocking of the first lock body 51 may be achieved; when the driving force disappears, the first push beam 541 can automatically slide down along the first guide sleeve 542 by means of its own gravity, and drive the first lock body 51 to rotate in the opposite direction, so as to realize the automatic locking of the first lock body 51, or of course, the first push beam 541 can be driven to reset and lock by the driving force in the opposite direction provided by an external device.

Specifically, the first push beam 541 may face the end first connection hole 221d (refer to fig. 40 and 41) so that the unlocking member (the first unlocking portion 77) can pass through the end first connection hole 221d to contact the first push beam 541, thereby applying an upward unlocking driving force to the first push beam 541.

It should be noted that the embodiment of the present invention does not limit the source of the driving force received by the first push beam 541 during unlocking, and the first push beam 541 may be driven manually, for example, an unlocking component such as an unlocking rod may be provided, and when unlocking is required, the unlocking component may be operated manually by a worker to generate the driving force for the first push beam 541; or, an automatic driving scheme may also be adopted, in this case, the power source may be a motor, an air cylinder, an oil cylinder, or the like, the power source may be mounted on the vehicle body, or may be mounted on the ground equipment, which may be specifically selected according to the actual situation, and a transmission mechanism may also be disposed between the power source and the first push beam 541 to transmit the driving force of the power source.

The beam section of the first push beam 541 above the first guide sleeve 542 may further be provided with a first connection sleeve 541a, as shown in fig. 43, the first connection sleeve 541a may be specifically a U-shaped plate, a bottom plate portion of the U-shaped plate may be connected to the first push beam 541 and may form a support with the first guide sleeve 542 to serve as a limiting component for the downward movement of the first push beam 541, and the transmission beam 543 may be hinged between two side plate portions of the U-shaped plate.

In fact, the downward movement limitation of the first push beam 541 can also be realized by the cooperation of the first limitation end 512 and the first limitation portion 53, and thus, the first connection sleeve 541a may not exist; alternatively, the driving beam 543 may be used for limiting, the driving beam 543 and the first pushing beam 541 are hinged, and the driving beam 543 and the first pushing beam 541 are usually disposed at an included angle in the actual working process, and the driving beam 543 may also be used as a limiting component for the downward movement of the first pushing beam 541.

In the above-mentioned solution, the linear motion of the first push beam 541 is converted into the rotational motion of the first lock body 51 through the transmission beam 543, and in fact, other solutions may be adopted besides this solution, for example, a guide hole may be provided on the first lock body 51, the first push beam 541 may be hinged in the guide hole, and when the first push beam 541 generates the axial displacement, the hinge shaft of the first push beam 541 may slide in the guide hole to naturally drive the first lock body 51 to rotate, so that the conversion from the linear motion to the rotational motion may also be realized.

Further, the locking mechanism 5 may further include a locking first elastic member 541b, one end of the locking first elastic member 541b may interact with the first push beam 541, and the unlocking process is a process of increasing a deformation amount of the locking first elastic member 541b to gather an elastic force. With this arrangement, when the driving force applied to the first push beam 541 disappears, the elastic force of the first elastic member 541b can be released to cooperate with the gravity of the first push beam 541 itself to drive the first lock 51 to reset and lock.

Specifically, the locking first elastic element 541b may be a spring, which may be sleeved on the first push beam 541, and the lower end of the first push beam 541 may be provided with a first supporting element 541c, and two ends of the spring may respectively interact with the first guiding sleeve 542 and the first supporting element 541 c. The first push beam 541 can serve as a spring column, so that the radial play of a spring in the expansion process can be prevented, and the positive effects of improving the structural stability and the power transmission reliability are achieved; with this structure, in the unlocked state, the first push beam 541 can be displaced upward and the latching first elastic member 541b can be compressed, and when the locking is restored, the first push beam 541 can be displaced downward and the latching first elastic member 541b can be released.

In fact, in the locked state, the locking first elastic member 541b may have a certain pre-compression amount, that is, the locking first elastic member 541b may still provide a certain elastic force when locked, which has a positive effect on ensuring the stable locked state of the first lock 51, and may avoid the automatic unlocking of the first lock 51 when the rail vehicle passes through a curve.

To conveniently adjust the pre-compression amount, the first supporting member 541c may be a nut, so that the distance between the first supporting member 541c and the first guide sleeve 542 may be adjusted by changing the screwing position of the nut, and the pre-compression amount of the locking first elastic member 541b in the locked state may be adjusted.

In the unlocked state, the locking first elastic member 541b may be actually in a stretched state, and the installation position of the locking first elastic member 541b may be changed, and specifically, it may be disposed between the first connection sleeve 541a and the first guide sleeve 542, and both ends of it may be fixedly connected to the first connection sleeve 541a and the first guide sleeve 542, so as to transmit the pulling force.

The first lock body 51 may be provided with a mounting groove 513, and the driving beam 543 may be hinged in the mounting groove 513, so that the thickness of the locking mechanism in the axial direction of the hinge shaft of the driving beam 543 and the first lock body 51 may be small, and the entire structure may be more compact. Besides, the installation groove 513 can be arranged in the transmission beam 543, and then the first lock body 51 can be hinged in the installation groove 513 of the transmission beam 543; alternatively, the mounting groove 513 may not be provided, and in this case, the thickness of the assembly formed by the driving beam 543 and the first lock body 51 in the axial direction of the hinge shaft of the driving beam 543 and the first lock body 51 may be relatively large.

Further, the locking mechanism 5 may further include a second limiting portion 55 fixedly disposed, and the second limiting portion 55 may be fixed in the end receiving cavity 221b-2, and the structure and the like thereof may be similar to those of the first limiting portion 53, and will not be described repeatedly herein; the first lock body 51 may further include a second limiting end 514, and in the locked state, the second limiting end 514 may abut against the second limiting portion 55 from bottom to top.

In this way, in the locked state, the first lock body 51 can form a three-point support scheme, the stress on the first lock body 51 is more balanced, and the first lock body 51 is more reliably locked on the holder 4.

In detail, the first lock body 51 may include two angled lock arms, which may form a substantially L-shape, and the third hinge shaft 52 may be disposed at a connection of the two lock arms, i.e., a corner of the L-shape, wherein an end of one lock arm away from the third hinge shaft 52 may be a lock end 511, and an end of the other lock arm away from the third hinge shaft 52 may be a first limit end 512; a small included angle (<180 degrees) and a large included angle (>180 degrees) are formed between the two locking arms, wherein the side where the small included angle is located is an inner end portion of the connection, the side where the large included angle is located is an outer end portion of the connection, and the outer end portion can be used as the second limiting end portion 514.

Referring to fig. 44, in the locked state, the first position-limiting portion 53 may generate a bottom-up supporting force for the first position-limiting end 512, the second position-limiting portion 55 may generate a top-down supporting force for the second position-limiting end 514, and the force applied to the first lock body 51 may be more balanced by the upward thrust generated by the holder portion 4 for the locking end 511; furthermore, the third hinge shaft 52 is substantially in an unstressed state by the interaction of the three stress points, which has a positive effect on ensuring the reliability of the locking mechanism.

In the locking mechanism 5 of the above-described aspect, in addition to the mounting support point formed by the first guide sleeve 542, the first stopper 53, and the second stopper 55, the third hinge shaft 52 may also be used as a mounting support point, specifically, as shown in fig. 47, an insertion groove may be provided on an outer wall of the third hinge shaft 52, a locking mounting plate 521 may be provided in the insertion groove (the connection between the locking mounting plate 521 and the third hinge shaft 52 may also be directly welded), the locking mounting plate 521 may be connected to the end portion connecting hook 221 by a connecting member in the form of a bolt 522, or the locking mounting plate 521 and the end portion connecting hook 221 may be fixedly connected by welding or the like in addition to the bolt connection.

The structure of the second locking mechanism 5 can be seen in fig. 49-58, fig. 49 is a structural view of the second locking mechanism mounted on the end connecting hook; FIG. 50 is a view showing the configuration of an end portion connecting hook, a holder portion, and a second locking mechanism in a locked state; FIG. 51 is a view of the end hitch hook, the bracket, and the second locking mechanism in an unlocked position; FIG. 52 is a view showing the second guide sleeve, the fourth position-limiting portion, and the rotary support fixed to the end connection hook; fig. 53 is a connection structure view of the second push beam, the coupling beam unit and the second lock body; fig. 54 is a schematic structural view of the second connecting sleeve; FIG. 55 is a schematic structural diagram of a transfer block; FIG. 56 is a schematic view of the lock cylinder; figure 57 is a structural schematic view of a second lock body; fig. 58 is a schematic structural view of the rotary support.

When the locking mechanism 5 is locked, the support part 4 and the end connecting hook 221 can be locked vertically so as to ensure reliable connection and driving safety of the support part 4 and the end connecting hook 221, and when the locking mechanism is unlocked, the convenience of separation of the support part 4 and the end connecting hook 221 is not influenced.

As shown in fig. 49 to 58, the locking mechanism 5 includes: a locking head 51 'rotatably coupled to the end connection hook 221, the locking head 51' being provided with a locking portion 511 'and a supporting portion 512' at both sides of a rotation center line thereof, respectively; a second latch body 52 ', the second latch body 52' being slidably coupled to the end coupling hook 221; a second lock actuation beam assembly 53 'in driving connection with the second lock body 52'; in the locked state, the second lock body 52 ' is supported with the support part 512 ' from bottom to top, so that the locking part 511 ' presses the holding part; in the unlocked state, the second locking driving beam assembly 53 ' can drive the second lock body 52 ' to displace in a direction away from the lock head 51 ', and the supporting portion 512 ' can rotate downward around the rotation center line, so that the locking portion 511 ' rotates upward to be disengaged from the bracket portion.

With the structure, referring to fig. 50, in the locked state, if the holder part and the end connecting hook 221 are separated from each other, the holder part will generate an upward force on the locking part 511 'to drive the lock head 51' to rotate counterclockwise, and due to the bottom-up supporting force generated by the second lock body 52 'on the supporting part 512', the lock head 51 'can be prevented from rotating counterclockwise, so that the position of the locking part 511' can be ensured to be unchanged, and the holder part 4 can be reliably locked; referring to fig. 51, when unlocking, the second locking driving beam assembly 53 ' may drive the second lock body 52 ' to slide in a direction away from the locking head 51 ', the supporting portion 512 ' may rotate downward around the rotation center line, and the locking portion 511 ' may rotate upward to unlock the holder without affecting the separation of the holder 4 from the end connection hook 221.

The above-mentioned rotation setting of the locking head 51 'may be specifically a hinge setting, in which case a hinge shaft may be provided for the locking head 51', the hinge shaft may be fixed to the end connection hook 221, and be located between the locking portion 511 'and the supporting portion 512'. Alternatively, a rotation support 54 'may be further provided, the rotation support 54' may be fixed to the end connection hook 221, and may have a rotation shaft 541 ', the rotation shaft 541' has an arc-shaped cylindrical surface, and the lock head 51 may have an arc-shaped notch 513 'matching with the rotation shaft 541', where matching means that the outer diameter of the rotation shaft 541 'substantially coincides with the inner diameter of the arc-shaped notch 513'. During assembly, the lock head 51 ' can be inserted into the rotating shaft 541 ' through the arc notch 513 ' and can rotate with the central axis of the rotating shaft 541 ' as the rotating center line, so that the lock head 51 ' can also be rotatably arranged.

When unlocking, the rotation of the lock head 51 ' can be realized by means of the offset of the center of gravity, the center of gravity of the lock head 51 ' can be deviated from the rotation center line in the longitudinal direction and is located at the side of the support part 512 ', specifically, referring to fig. 50, the arc notch 513 ' can be arranged at the right side of the center of gravity of the lock head 51 ', so that when the second lock body 52 ' is displaced to the left, the lock head 51 ' can naturally rotate counterclockwise to release the locking of the support part.

And/or, a third elastic member in the form of a spring or the like may be provided for the lock head 51 ', and in the locked state, the third elastic member may gather elastic force in the form of tensile force/compressive force or the like, and when the second lock body 52 ' is gradually moved away, the elastic force of the third elastic member may be released to drive the lock head 51 ' to automatically rotate and unlock. In comparison, the above two modes can both realize the automatic rotation of the lock head 51' during unlocking, and in specific implementation, a person skilled in the art can select the mode according to actual needs.

In the specific assembly, referring to fig. 52, the number of the rotary supports 54 ' may be two, so that the lock head 51 ' may be erected on the two rotary supports 54 ', the stability of the installation of the lock head 51 ' is higher, and the space between the two rotary supports 54 ' may be used to insert the second lock body 52 ', and the connection structure of the lock head 51 ', the second lock body 52 ' and the rotary supports 54 ' may also be more compact.

As shown in fig. 58, the rotary support 54 'may further include a third limiting portion 542', the third limiting portion 542 'may be an angle, and the third limiting portion 542' may abut against the support portion 512 'in the unlocked state to limit the downward rotation of the support portion 512', and may support a gap in which the second lock body 52 'is inserted from below the support portion 512', so that the second lock body 52 'is inserted again, and the support portion 512' is supported.

Here, the embodiment of the present invention does not limit the supporting height of the third limiting portion 542 ', and in the specific implementation, a person skilled in the art can set the supporting height according to actual needs, and as long as it is ensured that the third limiting portion 542 ' and the supporting portion 512 ' support, the locking portion 511 ' can unlock the supporting portion, and at the same time, reserve the insertion gap of the second lock body 52 '.

Further, as shown in fig. 56, a support groove 514 'may be further disposed on the lock head 51', and when the lock head is unlocked, the third limiting portion 542 'may be inserted into the support groove 514'. It is understood that the depth of the third limiting portion 542 ' inserted into the supporting groove 514 ' actually determines the supporting height of the supporting portion 512 ' when unlocking, and therefore, in practical applications, the supporting height of the supporting portion 512 ' can be adjusted by adjusting the depth of the supporting groove 514 '.

Referring to fig. 57, the second latch body 52 ' may include an insertion section 521 ' having an inclined guide surface, and when locking is performed, the insertion section 521 ' may be inserted from below the support portion 512 ' and may be supported with the inclined guide surface to the support portion 512 ' to gradually bring the support portion 512 ' to rotate upward, the locking portion 511 ' to rotate downward, and lock the receptacle.

The second lock 52 ' may only include the insertion section 521 ', and under such a condition, in the locked state, the second lock 52 ' may still support the inclined guide surface with the support portion 512 ', and in the unlocked state, the second lock 52 ' may be completely separated from the support portion 512 ', or the inclined guide surface may support the support portion 512 ', that is, in the unlocked state, the second lock 52 ' may also be not completely separated from the lock 51 ', and at this time, the second lock 52 ' may also limit the rotation of the lock 51 ', and since the lock 51 ' is still on the second lock 52 ', there is no problem that the second lock 52 ' cannot be inserted, and the aforementioned third limiting portion 542 ' may also be absent.

In the embodiment of the drawings, still referring to fig. 57, the second lock body 52 'may include three parts, namely, a large-sized support section 523' with a larger vertical dimension, a vertically variable-sized insertion section 521 ', and a small-sized support section 524' with a smaller vertical dimension, where the large-sized support section 523 'has a first support plane, and the small-sized support section 524' has a second support plane, and in the locked state, the second lock body 52 'may be supported by the first support plane and the support portion 512', and in the unlocked state, the second lock body 52 'may be supported by the second support plane and the support portion 512'.

Because the surface supporting the supporting part 512 'is a plane, the stability of the lock head 51' during unlocking and locking can be higher; based on the above design, the supporting portion 512 ' and the second lock 52 ' are not completely separated when unlocking, the small-sized supporting section 524 ' will naturally form the rotation limit of the supporting portion 512 ', and the third limiting portion 542 ' may not exist.

As a variant of the embodiment shown in fig. 57, the second lock body 52 ' may also only comprise a large-sized support section 523 ' (or a small-sized support section 524 ') and an insertion section 521 ', which likewise enables the function of the second lock body 52 '.

A guide structure may be provided between the second latch body 52 ' and the rotation support body 54 ' for guiding a sliding direction of the second latch body 52 '.

Specifically, one of the second lock body 52 'and the rotary support body 54' may be provided with a sliding groove 522 ', and the other may be provided with a sliding portion matching with the sliding groove 522', and the sliding portion may be inserted into the sliding groove 522 'and may slide along the sliding groove 522'. The sliding part may be an integral structure, such as the elongated sliding rail 543' shown in the drawing, or may be a split structure, for example, may include a plurality of sliders arranged at intervals.

Further, the locking device can further comprise a fixedly arranged fourth limiting part 55 ', the fourth limiting part 55' can be fixed in the end part accommodating cavity 221b-2, and in a locking state, the fourth limiting part 55 'can be abutted against the supporting part 512' from top to bottom.

Therefore, in the locking state, the lock head 51 ' can form a scheme of three-point support, the stress of the lock head 51 ' is more balanced, and the lock head 51 ' can lock the support part more reliably; moreover, due to the interaction of the three force points, there is substantially no force action between the arc-shaped notch 513 'and the rotation shaft portion 541', which has a positive effect on ensuring the reliability of the locking mechanism.

Here, the embodiment of the present invention is not limited to the structure of the fourth limiting portion 55', and may be plate-shaped or block-shaped; similarly, the embodiment of the present invention does not limit the number of the fourth position-limiting portions 55', and the number of the fourth position-limiting portions may be one, or may include a plurality of position-limiting portions independent of each other, as long as the above-mentioned technical effects can be achieved.

Referring to fig. 53 in conjunction with fig. 50 and 51, in an exemplary scheme, the second latching driving beam assembly 53 'may include a second push beam 531', a second guiding sleeve 532 ', and a coupling beam unit 533', the second guiding sleeve 532 'may be fixedly disposed, and may be specifically installed in the end receiving cavity 221b-2 (refer to fig. 52), the second push beam 531' may be slidably connected to the second guiding sleeve 532 ', one end of the coupling beam unit 533' is hinged to the second push beam 531 ', and the other end is hinged to the second latch body 52'.

With such a structure, when the second push beam 531 ' is driven to move upward, the connecting beam unit 533 ' can drive the second lock 52 ' to slide in a direction away from the lock 51 ', and then the lock 51 ' can rotate to unlock itself; when the driving force disappears, the second push beam 531 'can automatically slide down along the second guiding sleeve 532' by means of its own gravity, etc., and the coupling beam unit 533 'drives the second lock body 52' to slide toward the lock head 51 'to support the supporting portion 512' again, and the lock head 51 'can rotate in the opposite direction to realize automatic locking, or certainly, the external device can provide an opposite driving force to drive the second push beam 531' to reset and lock.

Specifically, the second push beam 531 ' may face the end first connection hole 221d (see fig. 50 and 51) so that the unlocking member (the first unlocking portion 77) can contact the second push beam 531 ' through the end first connection hole 221d, thereby applying an upward unlocking driving force to the second push beam 531 '.

It should be noted that the embodiment of the present invention does not limit the source of the driving force received by the second push beam 531 'during unlocking, and the embodiment of the present invention may adopt a manual driving scheme, for example, an unlocking member such as an unlocking rod may be provided, and when unlocking is required, the unlocking member may be manually operated by a worker to generate the driving force for the second push beam 531'; or, an automatic driving scheme may be adopted, in this case, the power source may be a motor, an air cylinder, an oil cylinder, or the like, the power source may be mounted on the vehicle body, or may be mounted on the ground equipment, which may be specifically selected according to actual conditions, and a transmission mechanism may be further disposed between the power source and the second push beam 531' to transmit the driving force of the power source.

The beam section of the second push beam 531 'above the second guide sleeve 532' may further be provided with a second connection sleeve 531a ', as shown in fig. 54, the second connection sleeve 531 a' may specifically include a tube portion and a hinge portion, the tube portion may be mounted on the upper portion of the second push beam 531 'by means of screwing, welding, interference fit, and the like, the hinge portion may include two hinge plates disposed oppositely, and the aforementioned connection beam unit 533' may be hinged between the two hinge plates.

The second connection sleeve 531a ' and the second guiding sleeve 532 ' are also used as a limiting member for the downward movement of the second push beam 531 ', so as to limit the maximum downward movement distance of the second push beam 531 ', and at the same time, limit the displacement distance of the second lock 52 '.

In fact, the downward movement limiting of the second push beam 531 'can also be realized by the cooperation of the lock head 51' and the fourth limiting portion 55 ', so that the second connection sleeve 531 a' may not exist; alternatively, the connecting end portion of the connecting beam unit 533 'and the second push beam 531' may be used for limiting, and the connecting end portion and the second push beam 531 'are hinged, and the connecting end portion and the second push beam 531' are usually disposed at an included angle in the actual operation process, so that the connecting end portion can also be used as a limiting component for the downward movement of the second push beam 531 'even though the second connecting sleeve 531 a' does not exist.

Further, a second elastic member 531b 'may be further included, one end of the second elastic member 531 b' may interact with the second push beam 531 ', and the amount of deformation of the second elastic member 531 b' may be increased in the unlocked state to gather the elastic force. With this arrangement, when the driving force applied to the second push beam 531 'is lost, the elastic force of the second elastic member 531 b' can be released to cooperate with the gravity of the second push beam 531 'to drive the lock head 51' to be reset and locked together.

Specifically, the second elastic member 531b 'may be a spring, which may be externally sleeved on the second push beam 531', and a second support member 531c 'may be provided at a lower end portion of the second push beam 531', and both ends of the spring may respectively abut against the second guide sleeve 532 'and the second support member 531 c'. The second push beam 531' can serve as a spring column, so that the radial movement of the spring in the stretching process can be prevented, and the positive effects of improving the structural stability and the power transmission reliability are achieved; with this structure, in the unlocked state, the second push beam 531 'can be displaced upward and the second elastic member 531 b' can be compressed, and when the locking is restored, the second push beam 531 'can be displaced downward and the second elastic member 531 b' can be released again.

In fact, in the locked state, the second elastic member 531b 'may also have a certain pre-compression amount, that is, the second elastic member 531 b' may still provide a certain elastic force when being locked, which has a positive effect on ensuring the stability of the locked state of the locking head 51 ', and may avoid the automatic unlocking of the locking head 51' when the rail vehicle passes through a curve.

To conveniently adjust the pre-compression amount, the second supporting member 531c 'may be a nut, so that the distance between the second supporting member 531 c' and the second guiding sleeve 532 'can be adjusted by changing the screwing position of the nut, and thus the pre-compression amount of the second elastic member 531 b' in the locked state can be adjusted.

In the unlocked state, the second elastic member 531b 'may be actually in a stretched state, and the installation position of the second elastic member 531 b' may be changed, and in particular, it may be disposed between the second connection sleeve 531a 'and the second guide sleeve 532', and both ends thereof may be fixedly connected to the second connection sleeve 531a 'and the second guide sleeve 532' so as to transmit the pulling force.

The coupling beam unit 533 'may be a structure formed by combining a plurality of coupling beams, and in an exemplary embodiment, the coupling beam unit 533' may include a first locking coupling beam 533a ', a second locking coupling beam 533 b', and a coupling block 533c ', and the coupling block 533 c' may have a non-collinear fixed hinge point 533c-1 ', a first hinge point 533 c-2', and a second hinge point 533c-3 ', and the fixed hinge point 533 c-1' may be fixedly disposed, and may be fixed to the end coupling hook 221, and one end of the first locking coupling beam 533a 'may be hinged to the second pushing beam 531', and the other end may be hinged to the first hinge point 533c-2 ', and one end of the second locking coupling beam 533 b' may be hinged to the second lock body 52 ', and the other end may be hinged to the second hinge point 533 c-3'.

With this structure, as shown in fig. 50 and 51, when the second push beam 531 'moves upward, the first locking connecting beam 533 a' can be driven to move upward, then the connecting block 533c 'can be driven to rotate clockwise around the fixed hinge point 533 c-1', and the connecting block 533c 'drives the second locking connecting beam 533 b' and the second lock body 52 'to move leftward, and the lock head 51' can rotate counterclockwise to unlock the bracket; when the second push beam 531 ' moves downward, the first locking coupling beam 533a ' can be driven to move downward, then the switch block 533c ' can be driven to rotate counterclockwise, the switch block 533c ' drives the second locking coupling beam 533b ' and the second lock body 52 ' to move rightward, and the lock head 51 ' can rotate clockwise to lock the bracket again.

It should be noted that the above description of the specific structure of the second locking driving beam assembly 53 ' is only a preferred solution of the embodiment of the present invention, and cannot be taken as a limitation to the implementation range of the car body of the piggyback car provided by the present invention, and other forms of second locking driving beam assemblies 53 ' may be adopted, for example, the second locking driving beam assembly 53 ' may be a beam directly configured to be capable of linear displacement, if the function is satisfied.

Further, as shown in fig. 5, the body portion 1 is also provided with a lateral stopper mechanism 6. When the holder 4 is reset from a position separated from the end chassis 2 to a position connected to the end chassis 2, the transverse stopper mechanism can determine the reset position of the holder 4 to ensure that the holder 4 is accurately mounted on the body portion 1.

Specifically, the lateral stopping mechanism 6 may be mounted on the end chassis 2 and the joint chassis 3, and since the mounting structures are similar, the structure of the lateral stopping mechanism 6 will be described below only by taking the mounting on the end chassis 2 as an example, and similarly, the embodiment of the present invention also provides two structural forms of the lateral stopping mechanism 6.

The structure of the first transverse stopping mechanism 6 can be seen in fig. 59-65, and fig. 59 is a structural view of the first transverse stopping mechanism mounted on the end connecting hook; FIG. 60 is a block diagram of one embodiment of a first lateral stop mechanism; FIG. 61 is an exploded view of FIG. 60; FIG. 62 is a schematic view of the structure of the pedestal; FIG. 63 is a view showing a split structure of the first coupling beam; FIG. 64 is a block diagram of another embodiment of the first lateral stop mechanism; fig. 65 is an exploded view of a coupling structure of the first stopper beam and the coupling end portion of fig. 64.

As shown in fig. 59 to 61, the first lateral stopper mechanism 6 includes: the support 61 is fixed on the end part connecting hook 221 through welding and the like, and a through hole 611 is formed in the support 61; a first stopper beam 62; the stop driving beam assembly 63 is in transmission connection with the first stop beam 62; in the blocking state, the first blocking beam 62 can extend out of the through hole 611 to form a lateral blocking for the bracket 4, and in the unblocking state, the blocking driving beam assembly 63 can drive the first blocking beam 62 to retract to release the blocking for the bracket 4.

With the structure, in the stopping state, the first stopping beam 62 can extend out from the through hole 611 to form a transverse stopping for the support part 4, so that the accurate resetting of the support part 4 can be ensured; in the unlocked state, the stop driving beam assembly 63 can act on the first stop beam 62 to retract the first stop beam, so that the stop of the bracket 4 can be released, and the normal separation of the bracket 4 and the end underframe 2 is not affected.

Further, a third elastic member 64 may be further included, and the third elastic member 64 may act on the first stopper beam 62, and the amount of deformation of the third elastic member 64 may be increased during the releasing process to gather the elastic force. Thus, when the driving force acting on the stopper driving beam assembly 63 is removed, the third elastic member 64 may be released to drive the first stopper beam 62 to automatically return to the stopper position, which may improve the degree of automation of the apparatus.

Referring to fig. 61, the first stopper beam 62 may include a thick neck portion 621 and a thin neck portion 622, between which a step surface 623 may be formed, and the third elastic member 64 may be a spring, which may be externally fitted to the thin neck portion 622 and may be capable of interacting with the step surface 623. At this moment, the thin neck portion 622 can also play a role of a spring column to guide the extension and retraction of the spring, so that the radial play of the spring in the extension and retraction process can be avoided to a greater extent, and the positive effect on improving the stability and the reliability of transmission is achieved.

It should be noted that, besides the solution of using a spring, the third elastic element 64 may also use other forms of elastic elements such as an elastic ball, an elastic block, a tensile cord, etc., as long as the use effect can be satisfied.

The support 61 may further be provided with a stop limiting member 65, two ends of the third elastic member 64 may respectively interact with the stop limiting member 65 and the step surface 623, in the scheme of the drawing, the first stop beam 62 may have a thick neck 621 as a stop portion to improve the strength of the stop portion, and when the stop is released, the step surface 623 may generate a compression force on the third elastic member 64 to increase the compression amount of the third elastic member 64, in this scheme, the third elastic member 64 is in a contact relationship with the stop limiting member 65 and the step surface 623.

Moreover, the cross section of the thick neck 621 may be non-circular, and the through hole 611 may match with the thick neck 621, where the matching means that the shape and the size of the thick neck 621 and the through hole 611 are substantially the same, so that when the thick neck 621 is inserted into the through hole 611, the thick neck 621 does not rotate relatively, and the positioning reliability of the stopper may be improved. Further, the stop surface of the thick neck portion 621 contacting the holder portion 4 may be a flat surface, so that the contact area between the holder portion 4 and the stop surface may be larger, and the reliability of the stop may be improved to a greater extent.

In fact, during the gear releasing process, the third elastic member 64 may also generate a pulling force, in this case, the thin neck portion 622 of the first stop beam 62 may be used as a stop portion contacting with the holder 4, and in this scheme, both ends of the third elastic member 64 need to be connected with the stop limiting member 65 and the step surface 623, so as to generate a pulling force during the gear releasing process.

The structure of the stop limit 65 is not limited herein, and in the specific implementation, a person skilled in the art can set the stop limit according to actual needs as long as the above-mentioned effects can be achieved. For example, in the solution of fig. 61, the stop limiting member 65 may be a sleeve, which may be a cylinder, a square cylinder, or a special-shaped cylinder with other shapes, and the sleeve may protect the spring to largely prevent rainwater, dust, etc. from interfering and affecting the normal operation of the spring; in the embodiment of fig. 64, the stop limiting member 65 may be a plate or a block, and may be connected to the support 61 through the stop upper cover plate 615, and at this time, the spring is in a relatively open space, and an operator may directly observe the spring to conveniently adjust the installation state of the spring.

Referring to fig. 62, in fact, the embodiment of the present invention does not limit the structure of the support 61, and the structure is mainly to adapt to the connection with the end connection hook 221, in the implementation, a person skilled in the art can adjust the shape of the support 61 according to the end connection hook 221, the support 61 needs to provide a corresponding mounting point, one of the mounting points is the aforementioned through hole 611, and another mounting point, i.e., a mounting hole 612, is shown in the figure, and the mounting hole 612 can be used for mounting a brake pipe assembly (not shown in the figure) of the piggyback vehicle.

The stop driving beam assembly 63 may include a first connecting beam 631 hingedly disposed, one end of the first connecting beam 631 may be a first driving end 6311 for receiving an external driving force, the other end may be a connecting end 6312, the first hinge shaft 633 of the first connecting beam 631 may be fixedly disposed, specifically, may be fixedly installed on the support 61 and located between the first driving end 6311 and the connecting end 6312, and the connecting end 6312 may be in driving connection with the first stop beam 62.

Here, the embodiment of the present invention does not limit the source of the driving force received by the stopping driving beam assembly 63 during the gear shifting, and the stopping driving beam assembly may adopt a manual driving scheme, for example, a gear shifting component such as a gear shifting lever may be provided, and when the gear shifting needs to be performed, the gear shifting component may be manually operated by a worker to generate the driving force for the first driving end 6311; alternatively, an automatic driving scheme may be adopted, in which the power source may be a motor, an air cylinder, an oil cylinder, or the like, the power source may be mounted on the vehicle body, or may be mounted on the ground equipment, which may be specifically selected according to actual conditions, and a transmission mechanism may be further disposed between the power source and the first driving end 6311 to transmit the driving force of the power source.

In one aspect, as shown in fig. 59 to 61, the stopper driving beam assembly 63 may further include a second coupling beam 632, one end of the second coupling beam 632 may be connected to the first stopper beam 62 by a screw connection or welding, and the other end of the second coupling beam may be connected to the connecting end 6312, one of the second coupling beam and the connecting end may be provided with a second hinge shaft 634, the other one of the second coupling beam and the connecting end may be provided with a strip-shaped guide hole 631a-1, and the second hinge shaft 634 may be inserted into the strip-shaped guide hole 631 a-1.

With this arrangement, the rotation of the connection end 6312 is converted into the linear movement of the second link beam 632 by the engagement of the second hinge shaft 634 with the strip guide hole 631a-1, so that the first stopper beam 62 can be driven to extend or retract.

In the drawings, the strip guide hole 631a-1 may be formed at the connection end 6312, and the second hinge shaft 634 may be fixed to the second link beam 632, so that the second link beam 632 may be relatively small in size and compact in structure.

In particular practice, the spring may have a pre-compression amount to ensure the reliability of the first stop beam 62 in the stop position, and the pre-compression amount may be adjusted by the connection position of the second coupling beam 632 and the first stop beam 62.

Based on the scheme that the second coupling beam 632 is fixed to the first stopper beam 62 by means of threaded connection, a first anti-loosening element 624 may be further provided, and the first anti-loosening element 624 may be connected to the first stopper beam 62 and may abut against the second coupling beam 632 to fix the second coupling beam 632 in an anti-loosening manner. The first anti-loosening element 624 may be a lock nut, or may be an anti-loosening stop limiting element in the form of a slip, a stop, or the like.

Further, a stopping connecting plate 613 and a guard plate 614 may be further included, one end of the stopping connecting plate 613 may be connected to the support 61, and the other end may be connected to the guard plate 614 for protecting the stopping driving beam assembly 63, the aforementioned first hinge shaft 633 may be mounted on the stopping connecting plate 613, and a specific mounting manner may be welding, or may also be mounted by means of a mounting plate 633a and a bolt, as long as reliable fixing of the first hinge shaft 633 can be ensured. In practice, the stop connecting plate 613 and the guard plate 614 may be part of the holder 61.

In another alternative, as shown in fig. 64 and 65, the connecting end 6312 may be provided with a strip-shaped guide slot 631e, the first stop beam 62 may be inserted into the strip-shaped guide slot 631e, and the connecting end 6312 may abut against a locking member 631f provided at the first stop beam 62 to define a connecting position of the connecting end 6321 with the first stop beam 62.

With this arrangement, the first stopper beam 62 is matched with the strip-shaped guide groove 631e, so that the rotational movement of the connecting end 6312 can be converted into the linear movement of the first stopper beam 62, so as to drive the first stopper beam 62 to perform the unlocking or the returning of the stopper.

In detail, the connection end 6312 may be defined between the locker 631f and the stop-limiting member 65, the pre-compression amount of the third elastic member 64 may be adjusted by the installation position of the locker 631f on the first stop beam 62, and a first pad 631g may be further provided between the locker 631f and the connection end 6312 to reduce the abrasion at the connection therebetween.

The locking member 631f and the first stop beam 62 may be connected by a screw, or by welding, or by a second anti-loosening member, which may be a lock nut, or a stop insert (not shown in the drawings), a stop block, or the like, and is used to limit the installation position of the locking member 631 f.

In comparison, the above two solutions can both realize the conversion of the rotational movement of the first connecting beam 631 to the linear movement of the first stop beam 62, and can realize the switching of the first stop beam 62 between the stop state and the stop state, and in a specific application, a person skilled in the art can select the above solutions according to actual needs.

Taking the first solution as an example, the first coupling beam 631 may include a long plate 631a and a short plate 631b that are disposed at an interval, the first hinge shaft 633 may be connected to both the long plate 631a and the short plate 631b, one end of the long plate 631a forms the connection end 6312, the strip-shaped guide hole 631a-1 may be disposed on the long plate 631a, and a roller 631c may be connected between the other end of the long plate 631a and the short plate 631b, where the long plate 631a, the short plate 631b, and the roller 631c are combined together to form the first driving end 6311.

When an external driving force acts on the roller 631c, the roller 631c can rotate, which can reduce the friction between the first driving end 6311 and the external driving device, which has a positive effect on reducing the wear of the first driving end 6311.

In conjunction with fig. 63, a roller 631d may be further included, the roller 631d may include a rod 631d-1 and a head 631d-2, the head 631d-2 may have a radial dimension larger than that of the rod 631d-1, the long plate 631a and the short plate 631b may each have a through hole 631b-1, and the through hole 631b-1 of one of the two inside may be a stepped hole, in an assembled state, at least a part of the head 631d-2 may be hidden in a large-diameter hole section of the stepped hole, and an end of the rod 631d-1 away from the head 631d-2 may be cooperatively locked with the locking nut 631 d-3.

Here, the "inner side" means a side close to the end connection hook 221, and with this design, the length of the roller 631d protruding from the inner side can be made short, and contact friction with the end connection hook 221 when the first driving end 6311 rotates can be largely avoided.

In the above solutions, the restoring stopping of the first stopping beam 62 mainly depends on the third elastic member 64 directly acting on the first stopping beam 62, and actually, in addition to this solution, the stopping driving beam assembly 63 may also be used to drive the first stopping beam 62 to return to the stopping state, that is, both the releasing stopping and the restoring stopping of the first stopping beam 62 may be performed by the stopping driving beam assembly 63, and this solution may be implemented by providing an elastic member to the stopping driving beam assembly 63.

In addition, one core of the transverse stopping mechanism lies in the separation of the stopping driving beam assembly 63 and the first stopping beam 62, in the stopping state, only the first stopping beam 62 and the support 61 are stressed, and the stopping driving beam assembly 63 for participating in driving is not stressed, which is a key point of higher reliability of the transverse stopping mechanism.

66-71 can be referred to for the structure of the second transverse stopping mechanism 6, and FIG. 66 is a relative position diagram of the second transverse stopping mechanism and the end connecting hook and the end connecting support in the stopping state; FIG. 67 is an enlarged partial view of FIG. 66; FIG. 68 is a view of the relative positions of the second transverse stop mechanism with respect to the end coupling hook and the bracket in an unlocked position; FIG. 69 is an enlarged partial view of FIG. 68; FIG. 70 is a block diagram of a second lateral stop mechanism mounted to an end coupling hook; fig. 71 is an exploded view of fig. 70.

As shown in fig. 67 and 69 to 71, the lateral stopper mechanism 6 includes: a second stopper beam 61 ' hingedly disposed, both ends of the second stopper beam 61 ' being a driving end 611 ' and a stopping end 612 ', respectively, a hinge shaft 613 ' of the second stopper beam 61 ' being located between the driving end 611 ' and the stopping end 612 ', and the hinge shaft 613 ' being fixed to the end connection hook 221; a stopper beam 62' fixed to the end connection hook 221; in the stopping state, the limit beam 62 ' is abutted against the outer side of the second stop beam 61 ' along the transverse direction, and the second stop beam 61 ' can form a transverse stopping for the support part 4; in the disengaged state, the driving end 611 'is forced to rotate to drive the stopping end 612' to release the stop of the holder 4.

By adopting the structure, in the stopping state, the limit beam 62 'can be propped against the second stop beam 61' along the transverse direction to provide transverse supporting force for the second stop beam 61 ', and then the second stop beam 61' forms transverse stopping for the support part 4, so that the accurate resetting of the support part 4 can be ensured; in the gear-releasing state, the driving end 611 ' is stressed and drives the whole second stop beam 61 ' to rotate, so as to drive the stop end 612 ' to rotate to release the stop, so as not to affect the normal separation of the bracket 4 and the end underframe 2.

More importantly, in the stopping state, when the supporting part 4 resets and hits the second stopping beam 61 ', only the stopping end part 612' and the limiting beam 62 'are stressed, and the driving end part 611' which is the moving part of the transverse stopping mechanism is not stressed, which has a key effect on ensuring the reliability of the transverse stopping mechanism.

It should be noted that the embodiment of the present invention does not limit the source of the driving force received by the driving end 611 'when the gear is disengaged, and the embodiment of the present invention may adopt a manual driving scheme, for example, a disengagement member such as a disengagement lever may be provided, and when the gear is disengaged, the disengagement member may be manually operated by a worker to generate the driving force for the driving end 611'; or, an automatic driving scheme may also be adopted, in this case, the power source may be a motor, an air cylinder, an oil cylinder, or the like, the power source may be mounted on the vehicle body, or may be mounted on the ground equipment, which may be specifically selected according to actual conditions, and a transmission mechanism may also be disposed between the power source and the driving end portion 611' to transmit the driving force of the power source.

Further, the gear shifting device may further include a first limiting member 63 ', the first limiting member 63 ' is fixed to the end connection hook 221, and in the gear shifting state, the second stopping beam 61 ' may abut against the first limiting member 63 ' to avoid an excessive rotation of the second stopping beam 61 '.

Here, the embodiment of the present invention does not limit the shape of the first limiting member 63', and the first limiting member may be a plate shape, a block shape, a column shape, or the like, and may be specifically determined according to actual conditions; similarly, the embodiment of the present invention does not limit the number and the installation positions of the first stoppers 63', as long as the above-described effects can be achieved. In an exemplary aspect of the present invention, the first position-limiting member 63 'may be formed by extending the end hook wall 221c of the end connection hook 221, so that the first position-limiting member 63' does not need to be specially provided, and the number of parts may be small.

In the disengaged state, i.e. when the second stop beam 61 ' abuts against the first stop member 63 ', the center of gravity of the second stop beam 61 ' may be longitudinally offset from the hinge axis 613 ' and located at the side of the stop end portion 612 '. Thus, when the driving force acting on the driving end 611 ' is removed, the second stopper beam 61 ' can be automatically rotated to the stopper state by the gravity of the second stopper beam 61 ' itself without providing other driving parts, and the structure of the apparatus can be simplified.

And/or, a stopper fourth elastic member 65 'may be further included, and the stopper fourth elastic member 65' may act on the second stopper beam 61 ', and the amount of deformation of the stopper fourth elastic member 65' may be increased during the unlocking process to accumulate the elastic force. Thus, when the driving force acting on the driving end 611 ' is removed, the elastic force accumulated by the stopper fourth elastic member 65 ' can be released to cooperatively drive the second stopper beam 61 ' to rotate back to the stopper state by itself or in cooperation with the aforementioned gravity.

The stopper fourth elastic member 65 'may be specifically a torsion spring, which may be externally installed on the hinge shaft 613', and may be externally installed on two extending ends of the torsion spring, one of the extending ends may be fixed (or may be abutted against a fixed member, such as the end connection hook 221), and the other extending end may be abutted against the second stopper beam 61 ', and when the second stopper beam 61' rotates to release the stopper state, the torsion spring may gather a torsional deformation force, and when the driving force applied to the driving end 611 'is removed, the torsional deformation force may be released to drive the second stopper beam 61' to automatically rotate.

The stopper fourth elastic member 65 ' may be a linear spring, such as a tension spring, a compression spring, or a spring element that generates an elastic force by an axial displacement, and the linear spring may be a tension spring, for example, in the embodiment shown in fig. 69, and one end of the tension spring may be fixed and the other end may be connected to the second stopper beam 61 ', so that the elastic force may be accumulated when the second stopper beam 61 ' rotates to release the stopper.

In addition to the above-mentioned torsion spring and linear spring, the stopper fourth elastic member 65' may also be an elastic element in the form of an elastic block, an elastic ball, a tensile cord, or the like, as long as the above-mentioned technical effects can be achieved.

Furthermore, a second limiting member 64 ' may be further included, the second limiting member 64 ' is fixed to the end portion connection hook 221, and in the stopping state, the second stopping beam 61 ' may abut against the second limiting member 64 ' to limit the position of the second stopping beam 61 ' in the stopping state. The second limiting members 64 'may be similar in structure, number and installation position to the first limiting members 63', and will not be described repeatedly.

Moreover, the second stopper beam 61 ' and the stopper beam 62 ' may be spaced apart from each other in the vertical direction by the support of the second stopper 64 ', so that the stopper beam 62 ' does not need to bear the weight of the second stopper beam 61 ', accordingly, no shear stress is generated at the connection between the stopper beam 62 ' and the end portion connection hook 221, and the connection reliability between the stopper beam 62 ' and the end portion connection hook 221 may be high.

With respect to the lateral stopper mechanism 6 of the bracket 4 according to each of the above embodiments, the structure of the second stopper beam 61' will be described in the following embodiments of the present invention.

Referring to fig. 67, in the stopping state, the driving end 611 ' may be an end gradually inclined from top to bottom toward the stopping end 612 ', so that when the driving end 611 ' receives an upward driving force, the second stopping beam 61 ' will naturally rotate toward the direction of releasing the stopping state, so as to ensure that the second stopping beam 61 ' can be smoothly unlocked.

It is understood that adjusting the shape of the driving end 611 ' actually adjusts the driving force and the acting direction of the driving end 611 ', so that the rotational unlocking of the second stopper beam 61 ' can be realized by adjusting the direction of the driving force in specific implementation.

In the stopping state, the end of the second stopper beam 61 'away from the driving end 611' may be provided with a downward bent elbow, which serves as the stopper end 612 ', to increase the strength of the stopper end 612' and to avoid the vehicle body and the brake pipe guard (not shown).

Referring to fig. 71 again, the hinge shaft 613 ' of the second stopper beam 61 ' may be a stepped shaft, and specifically may include a large diameter section 613a ' and a small diameter section 613b ', wherein the large diameter section 613a ' may be used to connect with the end connection hook 221, and the second stopper beam 61 ' may be mounted to the large diameter section 613a '; a third limiting member 613c ', which may be a nut, may be further included, and may be mounted to the small diameter section 613b ' to cooperate with the end connection hook 221 to define a mounting position of the second stopper beam 61 '. It should be understood that the third limiting element 613c 'mainly serves to limit the rotation of the second stop beam 61' after the installation, and is not locked.

A second gasket 613d 'may be further disposed between the third limiting member 613 c' and the second stopper beam 61 ', and the second gasket 613 d' may be made of rubber, metal, or the like, so as to avoid direct friction between the second stopper beam 61 'and the third limiting member 613 c', thereby having a positive effect of reducing wear.

Brake pipe guard 10

The brake pipe is an important part of the railway vehicle, and needs to penetrate through a vehicle body in the longitudinal direction when being installed, and in the case of a piggyback vehicle, the brake pipe may interfere with the separation and installation of the holder due to the repeated separation and installation of the holder 4 and the body part 1, and once the interference occurs, the brake pipe may be damaged by the holder 4 in motion.

Therefore, the application also relates to a turnover type brake pipe protection device which comprises a protection shell and a brake pipe arranged on the protection shell, when the support part rises to be prepared to be separated from the body part, the protection shell can be transversely turned outwards in a vertical plane to avoid interference on the support part 4, and when the support part 4 falls to be arranged on the body part 1, the protection shell can be transversely turned inwards to return to an original position, so that the brake pipe can be better prevented from being interfered with the support part 4 in action, meanwhile, the protection shell can also protect the brake pipe, the brake pipe can be prevented from being in contact with the ground to generate abrasion leakage, and the turnover type brake pipe protection device has a positive effect on the driving safety of the piggyback vehicle.

Specifically, referring to FIGS. 72-85, FIG. 72 is a structural view of the brake pipe guard; FIG. 73 is an enlarged view at C of FIG. 72; FIG. 74 is an enlarged view at D of FIG. 72; FIG. 75 is an enlarged view at E of FIG. 72; FIG. 76 is a view of the brake pipe guard in the connected state of the receiver and body; FIG. 77 is an enlarged view of the circled portion of FIG. 76; FIG. 78 is a structural view of the brake pipe guard in a state where the holder portion and the body portion are separated; FIG. 79 is an enlarged view of the circled portion of FIG. 78; fig. 80 is a structural view of the first protective limiting part and the second protective limiting part disposed on the support; FIG. 81 is a view showing the structure of the first pivotal plate; FIG. 82 is a view of the second pivotal plate; FIG. 83 is a view showing the structure of a protective barrier; FIG. 84 is a view showing the construction of the tube hanger plate; FIG. 85 is a view showing a construction of a pipe hanger connecting plate.

As shown in fig. 76, the body of the piggyback car generally comprises a body portion 1 and a tray portion 4, and the tray portion 4 can be translated in the lateral direction to be separated from the underframe. The brake pipe is arranged laterally outside the holder 4, and when the holder 4 is translated in the lateral direction, the holder 44 needs to be lifted up by a certain distance in order to avoid interference of the brake pipe. In order to shorten the lifting distance and protect the brake pipe, the utility model designs a brake pipe protector.

As shown in FIG. 72, the brake pipe guard 10 includes a guard housing 11, with a housing cavity of the guard housing 11 for receiving a brake pipe. The protective shell 11 is arranged to protect the brake pipe on one hand and facilitate uniform movement of the brake pipe on the other hand. As shown in fig. 76, in the state where the holder 4 is connected to the main body 1, the protective housing 11 is located laterally outside the side wall 42 of the holder 4.

As shown in fig. 72, the brake pipe guard 10 further includes a guard connector 12, as shown in fig. 69, the guard connector 12 including a guard inner end 12a, a guard outer end 12b and a guard transition 12c therebetween. As shown in fig. 77, the protective inner end portion 12a is located below the holder 4 and may abut against the holder 4, specifically, a pressing plate 412d of the holder 4; the protective outer end portion 12b is located laterally outside the protective inner end portion 12a, and is rotatably connected to the body portion 1, specifically, may be rotatably connected to the holder 61 of the body portion 1.

As shown in fig. 77, in the process of connecting the supporting portion 4 and the main body 1, the supporting force of the supporting portion 4 on the protective inner end 12a is gradually increased, so that the force applied to the protective inner end 12a is gradually greater than the gravity of the protective outer end 12b, at this time, the protective connecting member 12 rotates around the rotational connection position with the main body 1 (as shown by the arrow in the figure), thereby driving the protective housing 11 to rotate upward and inward, so that the protective housing 11 is reset, and finally reaches the position shown in fig. 77.

As shown in fig. 79, in the process of separating the holder 4 from the main body 1, the abutting force of the holder 4 on the protective inner end 12a is gradually reduced, so that the force applied to the protective inner end 12a is gradually smaller than the gravity of the protective outer end 12b, and at this time, the protective connecting member 12 rotates around the rotational connection position with the main body 1 (as shown in the arrow direction in the figure) under the action of the gravity, so as to drive the protective housing 11 to rotate downward and outward, so that the height position of the protective housing 11 is lowered, and finally reaches the position shown in fig. 79. Here, when the brake pipe guard 10 is mounted, the position of the center of gravity thereof may be adjusted so that the center of gravity thereof may be distributed laterally outside the center of rotation, and thus, once the connection of the brake pipe guard 10 to the holder 4 is released, the rotation of the above-described form may be generated.

Since the height position of the guard casing 11 is lowered, the interference of the guard casing 11 with the holder 4 can be avoided only by lifting the holder 4 up by a short distance, and the holder 4 can be smoothly translated in the lateral direction.

In summary, in the process of separating the support part 4 from the body part 1, the protective shell 11 can automatically rotate downwards and outwards to avoid the support part 4, so that the lifting distance of the support part 4 is effectively shortened; in the process of connecting the support part 4 and the body part 1, the protective shell 11 can be automatically reset. The shortening of the lifting distance and the automatic avoiding and automatic resetting of the protective shell 11 improve the separation efficiency and the connection efficiency of the support part 4 and the body part 1.

Further, the brake protection device 10 may further include a first protection limiting member 13 (see fig. 77 and fig. 80), the first protection limiting member 13 is fixed to the body portion 1, and specifically may be fixed to the support 61, when the protection housing 11 rotates downward and outward to the limit position, the protection connecting member 12 abuts against the first protection limiting member 13, so that a risk that the protection housing 11 is not easily reset due to excessive downward rotation can be prevented. In the figure, the first protection limiting part 13 is a block, and in practical implementation, the structure and shape thereof can be adjusted as required, and is not limited to the block.

Further, the brake pipe protecting device 10 may further include a magnetic member 14 (see fig. 72), and when the protecting housing 11 is located at the lateral outer side of the holder 4, the protecting housing 11 is magnetically attracted to the side wall 42 of the holder 4 through the magnetic member 14. This can alleviate the vehicle-mounted vibration of the brake guard and is beneficial to prolonging the service life of the brake guard 10.

In the illustrated embodiment, the magnetic member 14 is detachably fixed to the upper surface of the protective housing 11, and may be specifically fixed by bolts and nuts. The magnetic member 14 is fixed on the upper surface of the protective housing 11, so that the direction of the magnetic force applied to the protective housing 11 in the resetting process of the protective housing 11 is substantially consistent with the resetting direction of the protective housing 11, and the magnetic force can assist the resetting of the protective housing 11. The magnetic member 14 is detachably fixed to the protective housing 11, so that the magnetic member 14 can be replaced conveniently.

Further, the brake pipe guard 10 may further include a second guard limiting member 15 (see fig. 79 and 80), and when the guard housing 11 is restored to the lateral outside of the holder 4, the guard link 12 abuts against the second guard limiting member 15. When the magnetic part 14 is arranged, when the support part 4 moves upwards, the protection connecting part 12 tends to move upwards along with the support part under the action of magnetic force, and the protection connecting part 12 can be prevented from moving upwards along with the support part 4 by arranging the second protection limiting part 15. In the figure, the second protection limiting member 15 is a block, and in actual implementation, the structure and the shape of the block can be adjusted as required, and the block is not limited to the block.

In the illustrated embodiment (see fig. 73), the protective connecting member 12 includes a first pivotal plate 121, a second pivotal plate 122 and a pivotal shaft 123. The first pivoting plate 121 and the second pivoting plate 122 are arranged at intervals along the longitudinal direction. As shown in fig. 77, the second pivotal plate 122 is closer to the holder 4 than the first pivotal plate 121. The support 61 is located between the first pivoting plate 121 and the second pivoting plate 122, and the pivoting shaft 123 sequentially passes through the first pivoting plate 121, the mounting hole 612 on the support 61 and the second pivoting plate 122, so as to connect the three together, thereby realizing the rotational connection between the protective connecting member 12 and the body portion 1. The structure has high connection reliability, and is not limited to the structure in practical implementation.

In the illustrated scheme, one end of the pivot shaft 123 is provided with a limiting head (not visible in the drawing), the other end of the pivot shaft is provided with a radial hole, the limiting pin 1231 penetrates through the radial hole, and the first pivot plate 121 and the second pivot plate 122 are located between the limiting head and the limiting pin 1231, so that the pivot shaft 123 can be axially limited, and the connection reliability between the protective connecting piece 12 and the body portion 1 can be further improved.

In the illustrated embodiment, the shielding connecting member 12 further includes a shielding roller 125, and the shielding roller 125 is rotatably connected to the second pivoting plate 122. As shown in fig. 77, the second pivoting plate 122 extends to the lower side of the pressing plate 412d, and the outer circumferential surface of the guard roller 125 abuts against the lower surface of the pressing plate 412d, thereby abutting the guard link 12 against the holder 4. By arranging the protection roller 125, abrasion of the protection connecting piece 12 in the process of abutting against the support part 4 can be relieved.

In the illustrated embodiment (see fig. 73), a fixing shaft 124 is provided, one end of the fixing shaft 124 is fixed to the second pivoting plate 122, and may be welded, and the other end of the fixing shaft 124 is fixed with a retaining ring (not shown), the protective roller 125 is rotatably sleeved around the fixing shaft 124 and located between the retaining ring and the second pivoting plate 122, and the retaining ring and the second pivoting plate 122 may prevent the protective roller 125 from being separated from the fixing shaft 124.

In the illustrated embodiment (see fig. 72 and 73), the front end and the rear end of the protective housing 11 are not provided with end plates, and the front end and the rear end of the protective housing 11 are blocked by the protective connecting member 12, which facilitates the light weight of the brake pipe protective device 10. In detail, the front end of the protection housing 11 is blocked by a first pivot plate 121 and a second pivot plate 122, the rear end is blocked by another first pivot plate 121 and another second pivot plate 122, and the first pivot plate 121 and the second pivot plate 122 are both provided with a protection via hole 12d for the brake pipe to pass through. In the drawings (see fig. 81 and 82), two protection through holes 12d are respectively formed on the first pivoting plate 121 and the second pivoting plate 122, and the two protection through holes 12d are arranged in a staggered manner in the vertical direction. In practical implementation, the number and arrangement of the protective vias 12d are not limited to this.

In the illustrated embodiment (see fig. 72), the protective housing 11 includes a C-shaped protective beam 111, a plurality of protective closure plates 112, and a plurality of sets of pipe hanger assemblies 113. Each protective closing plate 112 is fixed on the open side of the C-shaped beam in a blocking manner, and may be welded, and each protective closing plate 112 is spaced apart from each other along the length direction (i.e. longitudinal direction) of the C-shaped protective beam 111, so that a mounting opening is formed between adjacent protective closing plates 112, and the mounting opening is used for mounting the pipe hanger assembly 113.

Specifically, as shown in fig. 74 and 75, each set of pipe hanger assemblies 113 includes two protective partitions 1131 and two pipe hanger plates 1132. The two protective partitions 1131 are fixed inside the C-shaped protective beam 111, and may be specifically welded and fixed, and the two protective partitions 1131 are spaced from each other along the length direction (i.e., longitudinal direction) of the C-shaped protective beam 111. The two tube hanger plates 1132 are fixed to the two protective partitions 1131 in a one-to-one correspondence and are located between the two protective partitions 1131. In fig. 75, a pipe hanger connecting plate 1133 is further provided.

Specifically, as shown in fig. 83, the protective partition 1131 is provided with a pipe hole through which the brake pipe passes, and the brake pipe sequentially passes through the pipe holes on the protective partitions 1131, so that the shake of the brake pipe in the protective housing 11 can be reduced, which is beneficial to improving the protection effect and relieving the vibration of the vehicle.

Specifically, as shown in fig. 84, the pipe hanger plate 1132 is provided with a seat hole for a threaded fastener to pass through. As shown in fig. 85, the pipe hanger connecting plate 1133 is provided with a connecting hole for a threaded fastener to pass through. In fig. 74, the seat holes of the two pipe hanger plates 1132 are aligned so that the threaded fasteners pass through the two pipe hanger plates 1132 in sequence, and in fig. 75, the connection holes of the pipe hanger connection plate 1133 are aligned with the seat holes of the pipe hanger plates 1132 so that the threaded fasteners pass through the pipe hanger connection plate 1133 and the pipe hanger plates 1132 in sequence.

In the illustrated embodiment (see fig. 72), three sets of pipe hanger assemblies 113 are provided, the pipe hanger assemblies 113 on both sides have the same structure (the structure shown in fig. 74), and one pipe hanger connecting plate 1133 is provided in the middle pipe hanger assembly more than the pipe hanger assemblies on both sides.

The part of the brake pipe 20 located in the protective shell 11 is a rigid pipe, the pipe section located outside the protective shell 11 is a flexible pipe, two ends of the rigid pipe are respectively communicated with the two flexible pipes, one end of the flexible pipe communicated with the rigid pipe is provided with a flange joint 201, and the flexible pipe is fixed on the brake pipe protective device 10 through the flange joint 201. In a specific embodiment, the first pivotal plate 121 is provided with a flange connection hole, and the flange connector 201 is fixed on the first pivotal plate 121 (see fig. 77). The brake pipe can adapt to frequent overturning of the protective shell 11, is not easy to break and has high reliability.

Specifically, the rigid pipe can be a whole section of pipe, or can be formed by connecting a plurality of sections of rigid pipe sections through flanges or quick connectors. Each flexible pipe can be a whole section of pipe or can be formed by connecting a plurality of sections of flexible pipe sections through flanges or quick connectors.

Following the embodiment of the utility model provides a will be right the utility model provides a structure of the different component parts of station yard equipment describes respectively.

Undercarriage lifting portion

Referring to fig. 86-93, fig. 86 is a schematic view of the undercarriage lifting device in an uppermost position; FIG. 87 is a perspective view of FIG. 86; figure 88 is a perspective view of the undercarriage lifting arrangement in a lowermost position; FIG. 89 is a schematic view of the first base; FIG. 90 is a schematic view of the support base; FIG. 91 is a schematic view of the construction of the push rod; FIG. 92 is a schematic view of the structure of the rocker; fig. 93 is a schematic structural view of the first support rod.

Each group of the chassis lifting parts respectively comprises two chassis lifting devices 7 respectively located at two sides of the track 100, that is, the number of the chassis lifting devices 7 is four, and the two sides of one chassis are respectively and correspondingly provided with the chassis lifting devices 7 to lift the chassis from two sides, so that the lifting stability can be ensured, and the strength requirement of the single chassis lifting device 7 can be reduced.

Specifically, in this embodiment, as shown in fig. 86 to 88, the chassis lifting device 7 includes a first base 71, a first supporting seat 72, and a driving mechanism, wherein two sides of the first supporting seat 72 are respectively connected to the first base 71 through a first supporting component 74. Specifically, the first base 71 is provided with a first slide channel 711, the first support seat 72 is provided with a second slide channel 721, the first support assembly 74 includes a first support rod 741 and a second support rod 742 that are arranged in a crossing manner, wherein a top end of the first support rod 741 is hinged to the first support seat 72, a bottom end of the first support rod 741 is slidable along the first slide channel 711, a bottom end of the second support rod 742 is hinged to the first base 71, a top end of the second support rod 742 is slidable along the second slide channel 721, and the driving mechanism can act on the first support assembly 74 to change an included angle between the first support rod 741 and the second support rod 742, so as to change a height of the first support seat 72 from the first base 71.

Wherein the support base 72 is abutted against the lower end face of one end of the chassis facing the holder 4, and when the drive mechanism acts on the support member 74 to reduce the angle between the first support rod 741 and the second support rod 742, the height of the supporting component 74 is increased, so as to drive the supporting seat 72 to rise relative to the first base 71, further lifting the underframe of the piggyback car upwards towards one end of the supporting part 4 until the central disc of the bogie is not stressed any more, the lifting operation of the tray part 4 can be performed, and at this time, since the chassis lifting means 7 can support the chassis so that it does not deflect, after the mounting and dismounting of the supporting portion 4 is completed and the supporting portion is matched with the chassis again, the driving mechanism acts on the supporting assembly 74 to increase the included angle between the first supporting rod 741 and the second supporting rod 742, so that the height of the supporting assembly 74 is reduced, and the supporting seat 72 is driven to descend to the original position relative to the first base 71.

In detail, after the piggyback car reaches the loading and unloading station, the parking position of the piggyback car is accurately positioned, the left and right sides below the bottom frames at the front and rear ends of the supporting part 4 are respectively provided with one bottom frame lifting device 7 (four in total), each bottom frame lifting device 7 acts to enable the front and rear bottom frames to drive the supporting part 4 to ascend towards one end of the supporting part 4, until the bogie center plate is in a position where no stress is applied, the bottom frame lifting devices 7 keep the position of the bottom frame lifting devices 7 stable, then the supporting part 4 acts on the supporting part 4 through the supporting part lifting devices 8 to enable the supporting part 4 to ascend to be separated from the bottom frame, and the supporting part 4 translates to the loading and unloading station outside the track 100 through the action of the translation device, so that loading and unloading are.

The driving mechanism includes a driving element 731 and a locking element 732, the driving element 731 is disposed on the first base 71 and provides a power source, and acts on the supporting element 74 to change an included angle between the two supporting rods (the first supporting rod 741 and the second supporting rod 742), when the included angle between the first supporting rod 741 and the second supporting rod 742 reaches a minimum, that is, the supporting seat 72 rises to a highest position, the locking element 732 can lock the relative positions of the two supporting rods, that is, the state of the supporting element 74 is kept unchanged, so that the height position of the supporting seat 72 is stable, and the supporting seat 72 is prevented from falling due to sudden failure of the driving element 731, and thus, the stable support can be provided for the undercarriage under the use state of the undercarriage lifting device 7 is ensured.

Further, the locking assembly 732 includes a push rod 733 and a rocker 734, and the first base 71 is further provided with a pin seat 712, specifically, the push rod 733 includes a first section 7331, a bend 7333 and a second section 7332 which are sequentially arranged, wherein an end of the first section 7331 is hinged to a bottom end of the first support rod 741 and can slide along the first slideway 711, the bend 7333 is hinged to the driving member 731, one end of the rocker 734 is hinged to an end of the second section 7332, and the other end of the rocker 734 is hinged to the pin seat 712; the driving part 731 can act on the bending part 7333 to make the rocker 734 rotate around the pin seat 712 and drive the bottom end of the first supporting rod 741 to slide along the first sliding way 711, and when the included angle between the two reaches the minimum, the bending part 7333 is located just above the pin seat 712.

In detail, the opening of the bend 7333 is downward, the rocker 734 is hinged between the second segment 7332 and the pin seat 712, the driving part 731 can act on the bend 7333, and drive the rocker 734 to rotate around the hinge point between the rocker 734 and the pin seat 712, and further drive the push rod 733 to rotate around the hinge point between the bend 7333 and the driving part 731, and the first segment 7331 can drive the first supporting rod 741 to move when rotating around the hinge point, and due to the limitation of the first slideway 711, the bottom end of the first supporting rod 741 can only slide along the first slideway 711, so as to change the included angle between the two supporting rods.

As shown in fig. 87, when the first supporting rod 741 slides along the first sliding channel 711 to a minimum included angle between the two supporting rods, so that the supporting seat 72 is raised to the highest position, the bending 7333 is just above the pin seat 712, and the driving element 731 is no longer in action, at this time, if the driving element 731 fails and its thrust is insufficient, the driving action of the driving element 731 on the supporting component 74 is removed, and the chassis still presses the supporting seat 72 downward, so that the angle between the two supporting rods tends to increase, because the opening of the bending 7333 is downward and located right above the pin seat 712, at this time, the vertical downward pressure cannot move the pushing rod 733 laterally, and further the rotation of the rocking bar 734 and the sliding of the first supporting rod 741 along the first sliding channel 711 are limited, so as to keep the state of each supporting component 74 unchanged, i.e. the included angle between the two supporting rods is unchanged, and the height of the supporting seat 72 is unchanged, the stability is better.

Through the arrangement of the locking device, when the driving element 731 passes through the supporting elements 74 to raise the supporting seat 72 to the highest position, the supporting elements 74 can be automatically locked, in this state, the vertical force cannot change the state of each supporting element 74, and only when the bottom frame needs to be lowered, when the driving element 731 provides a reverse acting force to make the push rod 733 move laterally to the bend 7333 to disengage from the pin seat 712, the bottom end of the first supporting rod 741 can be unlocked and driven to move reversely along the first slideway 711 until the supporting seat 72 is lowered to the lowest state (as shown in fig. 88). The locking assembly 732 can realize locking and unlocking while realizing lifting of the support base 72, does not need to additionally provide a locking part, can simplify the whole structure and simplify the operation, and ensures the stability and the convenience of the operation of the whole structure.

Specifically, as shown in fig. 86-88, in this embodiment, the driving element 731 is a first hydraulic cylinder, a first piston rod of the first hydraulic cylinder is hinged to the bent portion 7333 of the push rod 733, two sides of the supporting seat 72 are respectively connected to the first base 71 through the supporting components 74, and the first hydraulic cylinder acts on the bottom end of the first supporting rod 741 of one of the supporting components 74 to realize the integral lifting of all the supporting components 74, so that the stability is good. Of course, in this embodiment, the power source may also be provided by a motor, a gear and a rack, or a motor, a lead screw and a nut, which is not limited herein.

In the above embodiment, the end of the first segment 7331 of the push rod 733 is further provided with a connecting shaft, the connecting shaft is sleeved with the first roller 7335, the driving element 731 acts on the bend 7333 to rotate the push rod 733 around the hinge point between the bend 7333 and the driving element 731, the end of the first segment 7331 slides along the first slideway 711, and at this time, the first roller 7335 can roll along the bottom plate 71. The end of the first segment 7331 of the push rod 733 can contact with the first base 71 through the first roller 7335, so that when the end of the first segment 7331 slides along the first slideway 711, the first roller 7335 rolls along the first base 71, thereby reducing the resistance and reducing the friction and wear between the first segment 7331 and the first base 71, and ensuring the service life. Specifically, the push rod 733 may include two V-shaped connectors 7334 arranged in parallel as shown in fig. 91, and a connecting shaft is further disposed between the end portions of the two V-shaped connectors 7334 facing the first section 7331, or a groove may be further disposed at the end portion of the first section 7331, and the connecting shaft is disposed between two side walls of the groove.

Further, as shown in fig. 89, the first base 71 is further provided with a rolling plate 713, and the first roller 7335 can roll along the rolling plate 713, or in this embodiment, the first roller 7335 can be arranged to roll directly along the upper surface of the first base 71, and the rolling plate 713 can be replaced after it is worn, so as to ensure the service life of the first base 71.

In the above embodiment, as shown in fig. 92, the rocker 734 has a concave gap 7341 at one end facing the pin holder 712, and both sidewalls of the concave gap 7341 and the pin holder 712 have a shaft hole 7342, respectively, and the pin holder 712 is disposed in the concave gap 7341 and rotatably connected by a pin shaft passing through the shaft hole 7342. Or, in this embodiment, one end of the rocker 734 may be disposed on one side of the pin seat 712 and connected by a pin, and the rocker 734 is disposed with the concave gap 7341 and the pin seat 712 is located in the concave gap 7341, so that the connection between the rocker 734 and the pin seat is more stable, and the situation of deflection and clamping stagnation is avoided.

In the above embodiment, the undercarriage lifting device 7 further includes an upper sliding shaft 75 and a roller 751 sleeved outside the upper sliding shaft 75, two sides of the supporting seat 72 are connected to the first base 71 through symmetrically disposed supporting components 74, the upper sliding shaft 75 passes through top ends of the second supporting rods 742 of the symmetrically disposed supporting components 74 and can slide along the second sliding ways 721, and the roller 751 is located between the two second supporting rods 742 and rolls in abutment with the supporting seat 72. That is to say, act on through roller 751 between supporting component 74 and the supporting seat 72 in order to guarantee the holding power of supporting component 74 between to supporting seat 72, stability is good, and simultaneously, this roller 751 locates between two second bracing pieces 742, can also carry out spacing to the two and avoid the distance between the two to change the lift that influences the chassis.

Further, the undercarriage lifting device 7 further includes a lower sliding shaft 76, and the lower sliding shaft 76 passes through the bottom end of the first supporting rod 741 of the symmetrically disposed supporting assembly 74 and the first segment 7331 of the pushing rod 733, and can slide along the first sliding channel 711. The lower sliding shaft 76 is arranged to enable the bottom end of the first supporting rod 741 to slide along the first slideway 711, and the bottom end of the first supporting rod 741 is hinged to the end of the first segment 7331 of the pushing rod 733, so that the whole structure can be simplified.

Furthermore, the two sides of the bottom end of the first supporting rod 741 are respectively provided with a reinforcing sleeve 7411 sleeved outside the lower sliding shaft 76. The arrangement of the reinforcing sleeve 7411 can increase the structural strength of the bottom end of the first supporting rod 741, and can also limit the bottom end of the first supporting rod 741, so as to reduce the distance between the two sides of the bottom end of the first supporting rod 741 and the first ends of the first base 71 and the push rod 733, thereby avoiding the occurrence of the skew condition and having good stability.

In the above embodiment, the first base 71 and the support base 72 are respectively provided with a side plate, and the first slide 711 and the second slide 721 are both elongated holes provided in the side plate. Alternatively, in this embodiment, the first slide channel 711 and the second slide channel 721 may be configured as a slide rail or a slide groove, and the configuration of the strip hole is simple, so as to simplify the manufacturing process.

In the above embodiment, as shown in fig. 90, the undercarriage lifting device 7 further includes a first unlocking portion 77, and the first unlocking portion 77 is disposed on the upper end surface of the support base 72 for unlocking the locking mechanism 5. Specifically, taking the first middle locking mechanism 5 as an example, when unlocking, the first unlocking portion 77 may move upward along with the chassis lifting device 7, and pass through the first connection hole 221d to interact with the first push beam 541, so as to drive the first locking body 51 to rotate, thereby unlocking the tray portion 4. So set up, when the chassis is lifted, can realize the automatic unblock of locking mechanism 5, degree of automation is higher.

The undercarriage lifting device 7, which is arranged on the side of the rails 100 facing the loading/unloading station, is provided with a second unlocking means 78, as shown in fig. 90a, which second unlocking means 78 are able to unlock the respective lateral stop mechanism 6 when the undercarriage lifting device 7 lifts the undercarriage. Taking the second lateral stopping mechanism 6 as an example, when the undercarriage lifting device 7 lifts the undercarriage, the second unlocking portion 78 moves upward and can interact with the driving end portion 611 'of the second stopping beam 61' to drive the second stopping beam 61 'to rotate around the hinge shaft 613', so as to release the lateral stopping of the tray portion 4.

With the arrangement, when the underframe is lifted, the transverse stopping mechanism 6 can be automatically unlocked, and by matching with the unlocking of the first unlocking part 77 for the locking mechanism 5, under the action of the underframe lifting device 7, the underframe can be lifted, and the locking mechanism 5 and the transverse stopping mechanism 6 can be synchronously unlocked, that is, after the underframe is lifted, the support part 4 already has the condition of being lifted and separated, the translation and separation operation of the support part 4 can be quicker, and the method has a positive effect on improving the efficiency of loading and unloading goods.

Further, for one body portion 1, there are actually four lateral stopping mechanisms 6, and these four lateral stopping mechanisms 6 may be respectively disposed on both lateral sides of the two underframe (i.e. both sides of the rail 100) to limit both lateral sides of both longitudinal end portions of the tray portion 4. When the translation separation of the support part 4 is realized, only two transverse stopping mechanisms 6 on the same side of the rail 100 need to be unlocked actually, therefore, the second unlocking parts 78 are arranged on the underframe lifting devices 7 on one side of the rail 100 facing the loading and unloading stations, the translation separation of the support part 4 relative to the underframe can be realized, and if the loading and unloading stations are arranged on both sides of the rail 100, the second unlocking parts can be arranged on each underframe lifting device 78, so that the flexibility of loading and unloading is convenient to realize.

Lifting part of supporting part

In the above embodiment, as shown in fig. 3 and 4, the tray lifting part includes two hydraulic lifting devices 8 respectively located at both sides of the rail 100. That is to say, the number of the hydraulic lifting devices 8 is four, and two hydraulic lifting devices arranged at intervals are arranged below one end of the supporting part 4 and act on the hydraulic lifting devices to lift the hydraulic lifting devices.

Of course, in this embodiment, the specific structure of the supporting part and the side platform lifting part 200 is not limited, and the side platform lifting part 200 may also be configured as the hydraulic lifting device 8, or the supporting part and the side platform lifting part 200 may also be configured as the same or similar to the underframe lifting device 7, such as a structure including a driving part, a cross-arranged supporting rod, and a supporting seat.

Furthermore, the lower end surface of the support part 4 is provided with a positioning third part, and the top end of the hydraulic lifting device 8 is provided with a positioning fourth part matched with the positioning third part, so that the hydraulic lifting device 8 and the support part 4 are stable in action and can realize accurate positioning in the process of lifting the support part 4. In this embodiment, as for the structures of the positioning three portions and the positioning four portions, reference may be made to the arrangement of the positioning one portion and the positioning two portion, and the specific structure is not limited.

Longitudinal positioning device 9

Referring to fig. 94-100, fig. 94 is a schematic structural view of the vertical positioning device provided in the embodiment of the present invention at the highest position; FIG. 95 is a front view of FIG. 94; FIG. 96 is a schematic view of the longitudinal positioning device in a lowermost position; FIG. 97 is a front view of FIG. 96; FIG. 98 is a schematic view of the second base; FIG. 99 is a schematic view of the slide mount configuration; fig. 100 is a partial schematic view of the longitudinal positioning device.

The station yard equipment system further comprises a longitudinal positioning device 9 arranged in the track 100, and the lower end face of the support part 4 is also provided with a positioning structure. Specifically, as shown in fig. 94-97, the longitudinal positioning device 9 includes a second base 91, a sliding seat 92, a lifting portion 94, a driving portion and a positioning portion 95, wherein the driving portion can drive the sliding seat 92 to slide longitudinally relative to the second base 91, the lifting portion 94 and the positioning portion 95 are both disposed on the sliding seat 92, the lifting portion 94 can lift the positioning portion 95, and the positioning portion 95 is adapted to the positioning structure, when the lifting portion 94 acts on the positioning portion 95 to make it in a lifted state, the driving portion can drive the sliding seat 92 to slide longitudinally relative to the second base 91, and drive the positioning portion 95 disposed on the sliding seat 92 to slide longitudinally to be matched with the positioning structure disposed on the lower end surface of the holder 4, and then the driving portion continues to drive the holder 4 to move longitudinally to a preset position through the matching effect of the positioning portion 95 and the positioning structure.

The longitudinal positioning device 9 can drive the vehicle to move to a preset position, so that each body part and the support part 4 respectively correspond to the arrangement positions of other loading and unloading vehicle station equipment (comprising the underframe lifting device 7, the support part lifting device 8, the translation device and the like) arranged on the platform, and the loading and unloading are ensured to be carried out smoothly.

Specifically, the longitudinal positioning device 9 is disposed in a track 100 of a loading and unloading yard, a positioning structure is disposed on the lower end surface of the support portion 4, the positioning structure is adapted to a limiting mechanism of the longitudinal positioning device 9 provided in this embodiment, when the support portion 4 is located within a preset range after the piggyback car stops, the lifting portion 94 of the longitudinal positioning device 9 is started to enable the positioning portion 95 to be in a lifted state, at this time, the positioning portion 95 and the positioning structure are at the same height, then the driving portion is started, so that the sliding seat 92 drives the positioning portion 95 to move longitudinally until the positioning portion 95 is matched with the positioning structure on the lower end surface of the support portion 4, then the driving portion continues to drive and pushes the support portion 4 to move longitudinally to a preset position under the action of the positioning portion 95 and the limiting structure, at this time, each chassis and the support portion 4 of the piggyback car respectively correspond to the installation positions of other yard devices, then the underframe and the supporting part 4 can be lifted by the underframe lifting device 7, the supporting part 4 is lifted by the supporting part lifting device 8 to be separated from the underframe, and then the supporting part 4 is driven by the translation device to translate to an assembly station outside the track 100, so that the loading and unloading operation can be carried out.

That is, after the piggyback car reaches the loading and unloading yard and stops, the positions of the underframe and the support part 4 are not necessarily the preset positions, but are located within the preset distance range of the preset positions, at this time, the longitudinal positioning device 9 provided by the embodiment can push the support part 4 to move longitudinally to the preset positions, so that the precise positioning of the longitudinal positions of the underframe and the support part 4 can be realized, and the actions of the underframe lifting device 7, the support part lifting device 8, the translation device and the like can be conveniently performed at the later stage. This vertical positioner 9's simple structure only needs to act through lift portion 94 and drive division for location portion 95 and hold in the palm portion 4 down the location structure cooperation of terminal surface and promote to hold in the palm portion 4 can, simple structure, stability are good.

The preset range is a range with a certain distance from the preset position, the longitudinal positioning device 9 is fixedly arranged on the rail surface, when the position where the support part 4 stops is in the preset range, the longitudinal positioning device 9 can be used for longitudinally positioning the support part, if the position exceeds the preset range, the action stroke of the longitudinal positioning device 9 is exceeded, and the piggyback car cannot reach the preset position. Specifically, when the stop position of the tray 4 is within the preset range, the tray may be located at the front side of the preset position or at the rear side of the preset position, so that for the same loading and unloading yard, the longitudinal position of each tray 44 of the piggyback car can be adjusted to reach the preset position by arranging one or more groups of two longitudinal positioning devices 9 which are oppositely arranged along the longitudinal direction, and the flexibility is better.

In the above embodiment, the positioning portion 95 includes the cross beam 951 and the positioning block 952 fixedly disposed on the cross beam 951, the two ends of the cross beam 951 are respectively provided with the second roller 953 capable of rolling along the lower end surface of the support portion 4, when the vehicle stops within the preset range, the positioning portion 95 and the positioning structure are in a disengaged state, then the lifting portion 94 acts on the positioning portion 95 to make the height of the positioning portion consistent with the height of the positioning structure, then the driving portion drives the sliding seat 92 to drive the positioning portion 95 to slide to the process of being matched with the positioning structure, the positioning portion 95 is in a sliding state relative to the support portion 4, the arrangement of the second roller 953 can reduce the sliding friction between the positioning portion 95 and the lower end surface of the support portion 4 in the process, thereby reducing the friction and wear, and prolonging the service life.

As to the arrangement of the positioning block 952 and the positioning structure, there is no specific limitation, and as shown in fig. 100, in this embodiment, the positioning portion 95 is a triangular positioning block 952, and correspondingly, the positioning structure may be a V-shaped notch or a recess of the transverse bracket of the holder 4, or the positioning block 952 may be a square block or a circular block.

In the above embodiment, the lifting part 94 is an air spring provided on the sliding seat 92, and due to the action of the bogie spring, when the tray 4 is in an unloaded state, the height of the lifting part is the highest, and when the tray 4 is loaded with road vehicles, the height of the lifting part is lower than that of the unloaded state, therefore, when the lifting part 94 is provided as an air spring, the height after being inflated can be elastically adjusted, and the device can be adapted to different height requirements of the tray 4 in different states, and the applicability is better compared with a device for rigidly increasing the height. Specifically, the lower end of the positioning portion 95 (the cross beam 951) may further be provided with an abutting plate 954 for abutting against the air spring, so as to increase the acting area between the two and improve the stability.

Further, the sliding seat 92 is further provided with a swinging member, the swinging member includes a hinged end and an actuating end, wherein the hinged end is hinged to the sliding seat 92, the top end of the air spring can push the actuating end to swing around the hinged end, and the beam 951 is fixedly arranged at the actuating end. That is, the air spring can push the operation end upward to rotate around the hinge end after being inflated, and when the air spring is exhausted, the operation end rotates around the hinge end and descends to the lowest position (as shown in fig. 96 and 97), and the arrangement of the swinging member can ensure the stability of the positioning portion 95 and simplify the whole structure.

Furthermore, the oscillating member includes two oscillating bars 96 arranged in parallel and at an interval, or in this embodiment, the oscillating member may be configured as a whole plate structure, one side of the plate structure is hinged to the sliding seat 92, and the other side is fixed to the cross beam 951, and the two oscillating bars 96 can simplify the overall structure and reduce the weight.

In the above embodiment, the driving part includes the second hydraulic cylinder 93 hinged to the second base 91, the end of the second piston rod 931 of the second hydraulic cylinder 93 is hinged to the positioning portion 95, the second piston rod 931 of the second hydraulic cylinder 93 pushes and pulls the positioning portion 95 so that the sliding seat 92 and the positioning portion 95 are slid in the longitudinal direction as a whole, alternatively, in this embodiment, the second piston rod 931 of the hydraulic rod may also be made to act on the sliding seat 92, that is, when the sliding seat 92 is directly pushed and pulled to drive the positioning portion 95 to slide along the longitudinal direction, and the second piston rod 931 of the second hydraulic cylinder 93 is hinged to the positioning portion 95, when the second piston rod 931 is in the retracted state, a portion of the second hydraulic cylinder 93 is located above the sliding portion (between the two swing links 96), the distance between the end of the sliding seat 92 and the end of the second seat 91 can be reduced, thus reducing the overall bulk of the longitudinal positioning device 9.

Or, in this embodiment, the driving portion may be configured to include a motor, a gear and a rack, or may be configured to include a motor, a screw and a nut, at this time, the driving portion may be fixedly disposed on the second base 91 and directly act on the sliding seat 92 to enable the sliding seat to slide longitudinally relative to the second base 91, and when the driving portion is configured to be the second hydraulic cylinder 93, the overall structure may be simplified, and the stability is better.

In the above embodiment, the longitudinal positioning device 9 further includes a limiting portion 97, and the limiting portion 97 is used for limiting the lifting height of the action end, so that when the action end is lifted to the highest position (as shown in fig. 94 and 95), the positioning portion 95 can be matched with the positioning structure of the support portion 4 in the no-load state, so that when the air spring is inflated to push the positioning portion 95 upwards, the situation that the inflation spring is damaged due to too high inflation pressure can be avoided, and the inflation protection is provided for the air spring.

Specifically, this spacing portion 97 includes first connecting rod 971 and second connecting rod 972 of mutual articulated setting, wherein, as shown in fig. 99 and 100, sliding seat 92 is equipped with first articulated seat 921, location portion 95 (crossbeam 951) is equipped with the articulated seat 9511 of second, the tip and the first articulated seat 921 of first connecting rod 971 are articulated, the tip and the articulated seat 9511 of second connecting rod 972 are articulated, lift portion 94 can drive second connecting rod 972 through the action end and expand or fold for first connecting rod 971 when going up and down location portion 95. That is, when the lifting unit 94 lifts and lowers the positioning unit 95, the angle between the two links (the first link 971 and the second link 972) changes, and when the angle between the two links is expanded to the maximum, the air spring is restrained. Alternatively, in this embodiment, the limiting portion 97 may be configured as a chain or a pull rope, and the air spring may be limited when the chain or the pull rope is in a straightened state. When the limiting portion 97 is hinged and foldable, the two connecting rods are folded after the air spring exhausts air, and the height of the two connecting rods is low, so that the descending of the positioning portion 95 is not hindered.

Further, this spacing portion 97 still includes the limit structure who locates first connecting rod 971 and/or second connecting rod 972, and this limit structure can restrict the biggest contained angle of pivoted between first connecting rod 971 and the second connecting rod 972, makes it be less than 180, so set up and can avoid the contained angle between two connecting rods to reach forming the dead point after 180, influence the decline of location portion 95. Specifically, one of the first link 971 and the second link 972 may be provided with a limiting structure, and when the two rotate to the maximum included angle, the limiting structure may abut against the other link to limit the another link to continue rotating, or the limiting structure may further include a limiting structure respectively disposed on the two links and adapted to each other, and when the included angle between the two reaches the maximum, the limiting structure may limit the another link to continue rotating.

In the above embodiment, as shown in fig. 98, the second base 91 is provided with the third slide way 911 in the longitudinal direction, and the sliding seat 92 is provided with the slider 922 capable of sliding along the third slide way 911, specifically, as shown in fig. 99 and 100, in this embodiment, the third slide way 911 is a slide way provided on the second base 91, and the edge of the sliding seat 92 is provided with the slider 922 capable of sliding along the slide way and located in the slide way, or the slide way may be provided on the upper end surface of the second base 91, and the lower end surface of the sliding seat 92 is provided with the slider 922 capable of sliding along the slide way. Of course, in this embodiment, the third sliding rail 911 may also be a strip-shaped hole or a sliding rail arranged along the longitudinal direction, which is not limited specifically herein.

Of course, in this embodiment, the third slide way 911 may be provided on the slide seat 92, the second base 91 can slide along the third slide way 911, and the slide seat 92 can slide relative to the second base 91 because the second base 91 is fixedly provided on the rail surface. When the third slide way 911 is disposed on the second base 91, the sliding continuity of the sliding seat 92 can be ensured.

In addition, in this embodiment, the hinge connections between the above components may be implemented by pin shafts or round pins, and the pin shafts or round pins are limited by washers or cotter pins. The two support rods are arranged in a crossed manner and can rotate around the crossed point respectively, the two support rods can be connected in a pin shaft or round pin manner, or the pin shaft can be fixedly arranged on one support rod, the other support rod is provided with a pin hole, and the pin shaft penetrates through the pin hole and can be limited by a gasket and a cotter pin.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations should also be regarded as the protection scope of the present invention.

Claims (50)

1. A translation type piggyback transport system comprises a piggyback car and station yard equipment, and is characterized in that the piggyback car comprises a body part (1) and a support part (4), the body part (1) comprises an underframe and a bogie arranged below the underframe, and two ends of the support part (4) are respectively connected with one underframe;

the station yard equipment comprises a loading and unloading station, a translation device, two groups of underframe lifting parts and two groups of supporting part lifting parts;

the loading and unloading station is arranged at a side platform outside the track (100);

the two groups of underframe lifting parts can respectively lift the underframe at two ends of the supporting part (4) to a center plate of the bogie without stress;

the two groups of supporting part lifting parts can respectively lift two ends of the supporting part (4) to separate the two ends of the supporting part (4) from the underframe;

when the support part (4) is in a separation state with the underframe, the translation device can move the support part (4) between the track (100) and the loading and unloading station.

2. The piggyback transport system according to claim 1, wherein the yard equipment is provided with a translation path perpendicular to the track (100), along which the tray (4) can move to the loading and unloading station after being detached from the underframe;

the translation device comprises a driving assembly and a translation part (600), wherein the driving assembly can drive the translation part (600) to drive the support part (4) to move along the translation path.

3. The piggyback transport system of claim 2, wherein the driving assembly comprises an outer driving member (300) disposed at the loading/unloading station and an inner driving member (400) disposed in the track (100), the top ends of the outer driving member (300) and the inner driving member (400) are respectively provided with driving wheels (500), the axis of each driving wheel (500) is parallel to the track (100), and the top end of each driving wheel (500) abuts against the lower end surface of the translation portion (600) and drives the translation portion (600) to move along the translation path.

4. The translating piggyback transport system according to claim 3, wherein the lower end face of the translating portion (600) is provided with a first limiting portion, the driving wheel (500) is provided with a second limiting portion, and the first limiting portion and the second limiting portion are matched and can enable the translating portion (600) to move along the translating path.

5. Translational piggyback transport system according to claim 3, characterized in that the loading and unloading station is provided with a side platform lifting (200) for lifting the carrying section (4).

6. The translating piggyback transport system of claim 5, wherein said loading and unloading stations are provided at both side stations outside of said track (100).

7. The translating piggyback transport system according to any one of claims 2-6, wherein the tray (4) is provided at both longitudinal ends with a connecting structure comprising an upper hook (421) and a lower circular shaft (412c) extending in the transverse direction;

the chassis is provided with an end connecting mechanism (22), the end connecting mechanism (22) comprises an end connecting hook (221) and an end longitudinal supporting piece (222), the end connecting hook (221) forms an upward hook opening, in an assembling state, the lower round shaft (412c) can be hung on the hook opening of the end connecting hook (221), and the upper hook (421) can be clamped on the end longitudinal supporting piece (222).

8. The translating piggyback transport system of claim 7, wherein the clamping face of the upper hook (421) with the chassis comprises a top section (421a) and two side sections (421 b);

in the two side surface sections (421b), the first one is a vertical surface, and the second one is an inclined surface which is inclined from top to bottom along the direction away from the first one; or the two side surface sections (421b) are inclined surfaces which are inclined from top to bottom along the direction far away from each other;

two side sections (421b) are provided with support wearing plates (421c), and a shear-resisting stop structure is arranged between each support wearing plate (421c) and the side section (421 b).

9. The translation type piggyback transport system according to claim 7, wherein the support part (4) comprises a bottom wall (41) and two side walls (42) connected with the bottom wall (41), and the upper hooks (421) are arranged at both longitudinal ends of the two side walls (42);

the side wall (42) is further provided with a guide limiting piece (422) which is matched with the limiting guide piece of the body part (1) to guide the installation of the support part (4) and form the transverse limiting of the support part (4).

10. The piggyback transport system of claim 9, wherein said bottom wall (41) comprises a middle wall (411) and end walls (412) located at both longitudinal sides of said middle wall (411), said end walls (412) comprising a main body portion (412a) and a connecting portion (412b), said main body portion (412a) being of box-type structure, said lower circular shaft (412c) being mounted at one end of said main body portion (412a) away from said middle wall (411);

the middle wall body (411) comprises two longitudinal beams (411a) arranged at intervals along the transverse direction, the two longitudinal beams (411a) are connected through a plurality of transverse beams (411b) arranged at intervals along the longitudinal direction, the longitudinal beams (411a) comprise flat beam sections (411a-1) and grid beam sections (411a-2), the flat beam sections (411a-1) comprise flat plates (411a-1a) and a plurality of reinforcing beams (411a-1b) arranged at the bottoms of the flat plates (411a-1a), and the grid beam sections (411a-2) comprise a plurality of small cross beams (411a-2a) arranged at intervals along the longitudinal direction.

11. The translating piggyback transport system according to claim 10, wherein the bottom wall (41) is further provided with a positioning one part (412a-1), and the upper end face of the translating part (600) is provided with a positioning two part adapted to the positioning one part; and/or the presence of a gas in the gas,

the bottom wall (41) further comprises an inclined wall body (413) which gradually inclines upwards from inside to outside, and the inclined wall body (413) is located on two transverse sides of the middle wall body (411) and used for being connected with the middle wall body (411) and the side wall (42).

12. The piggyback transport system according to claim 7, characterized in that the inner hooking surface of the end connection hook (221) is provided with an end groove (221a) extending in the transverse direction, the inner surface of the end groove (221a) forms an end guide surface for guiding the sliding-in of the lower circular shaft (412c), and the end guide surface can also cooperate with the lower circular shaft (412c) to guide the rotational separation of the bracket (4) from the underframe.

13. The translating piggyback transport system of claim 12, wherein the end longitudinal support (222) comprises an end longitudinal support body (222a) and end wear plates (222b) fixed to the front and rear ends of the end longitudinal support body (222a), the end longitudinal support body (222a) being hooked by the upper hook (421), and in a hooked state, the end wear plate (222b) of the front end abuts against the front side of the inner hook surface of the upper hook (421), and the end wear plate (222b) of the rear end abuts against the rear side of the inner hook surface of the upper hook (421).

14. The translating piggyback transport system of claim 12, wherein the end connection mechanism (22) further comprises:

an end lateral stop (223), said end lateral stop (223) being located above said end connection hook (221) and in front of said end longitudinal support (222); the end part transverse limiting part (223) comprises an end part transverse limiting groove (223a), and the end part transverse limiting groove (223a) is used for being matched with the guide limiting part (422) of the support part (4) to guide the installation of the support part (4) and form the transverse limiting of the support part (4).

15. The translating piggyback transport system according to claim 12, wherein the chassis is further mounted with a locking mechanism (5) for locking or unlocking the tray (4) in an up-down direction; and/or the presence of a gas in the gas,

the chassis is further provided with a transverse stopping mechanism (6), the transverse stopping mechanism (6) can stop the support part (4) transversely, and the transverse stopping mechanism (6) can release the stopping of the support part (4) when the support part is in a stopping state.

16. The piggyback transport system of claim 15, wherein the end connection hook (221) comprises an end hook body (221b), the end hook body (221b) comprising two end hook sub-bodies (221b-1) arranged in a laterally spaced apart manner and an end receiving cavity (221b-2) formed between the two end hook sub-bodies (221b-1), the locking mechanism (5) being mounted to the end receiving cavity (221 b-2); and/or the presence of a gas in the gas,

the transverse stopping mechanism (6) is arranged on the transverse outer side of the end connecting hook (221).

17. The translating piggyback transport system according to claim 16, wherein the locking mechanism (5) comprises:

the first lock body (51), the first lock body (51) is hinged with the end connecting hook (221), one end of the first lock body (51) is a locking end (511), the other end of the first lock body is a first limiting end (512), and a third hinge shaft (52) of the first lock body (51) is positioned between the locking end (511) and the first limiting end (512);

a first stopper portion (53), the first stopper portion (53) being fixed in the end receiving cavity (221 b-2);

a first lock actuation beam assembly (54) coupled to the first lock body (51);

in a locking state, the first limiting end part (512) abuts against the first limiting part (53) from top to bottom, and the locking end part (511) abuts against the support part (4) to lock the support part (4); in an unlocking state, the first locking driving beam assembly (54) can drive the first limiting end part (512) to be separated from the first limiting part (53) from bottom to top, and the locking end part (511) is rotated to be separated from the support part (4).

18. The translating piggyback transport system of claim 17, wherein the first lock drive beam assembly (54) comprises a first push beam (541), a first guide sleeve (542), and a drive beam (543), the first guide sleeve (542) is fixed within the end receiving cavity (221b-2), the first push beam (541) is slidably connected with the first guide sleeve (542), one end of the drive beam (543) is hinged with the first lock body (51), and the other end is hinged with the first push beam (541).

19. The translating piggyback transport system according to claim 18, further comprising a first resilient member (541b), one end of the first resilient member (541b) interacting with the first push beam (541), the unlocking process being a process of increasing the deformation amount of the first resilient member (541 b).

20. The translating piggyback transport system according to claim 17, wherein the locking mechanism (5) further comprises a second limit part (55), the second limit part (55) is fixed in the end receiving cavity (221b-2), the first lock body (51) further comprises a second limit end (514), and in the locked state, the second limit end (514) abuts against the second limit part (55) from bottom to top.

21. The translating piggyback transport system according to claim 16, wherein the locking mechanism (5) comprises:

a lock head (51 '), the lock head (51 ') being rotatably coupled to the end connection hook (221), the lock head (51 ') being provided with a locking portion (511 ') and a supporting portion (512 ') at both sides of a rotation center line thereof, respectively;

a second latch body (52 '), said second latch body (52') slidably coupled to said end coupling hook (221);

a second locking driving component (53 ') which is in transmission connection with the second lock body (52');

in a locked state, the second lock body (52 ') is supported by the support part (512 ') from bottom to top so that the locking part (511 ') presses the holder part (4); in an unlocked state, the second locking driving assembly (53 ') can drive the second lock body (52 ') to displace in a direction away from the lock head (51 '), and the support portion (512 ') can rotate downwards around the rotation center line, so that the locking portion (511 ') rotates upwards to be separated from the support portion (4).

22. The piggyback transport system of claim 21, wherein said second latching drive assembly (53 ') comprises a second push beam (531'), a second guide housing (532 '), and a link beam unit (533'), said second guide housing (532 ') being fixed within said end receiving cavity (221b-2), said second push beam (531') being slidably connected to said second guide housing (532 '), one end of said link beam unit (533') being hinged to said second push beam (531 ') and the other end being hinged to said second lock body (52').

23. The translating piggyback transport system according to claim 22, further comprising a second elastic member (531b '), one end of the second elastic member (531 b') interacting with the second push beam (531 '), the unlocking process being a process in which the deformation amount of the second elastic member (531 b') is increased.

24. The piggyback transport system of claim 22, wherein the locking mechanism (5) further comprises a rotary support body (54 '), the rotary support body (54 ') is fixed to the end connection hook (221), the rotary support body (54 ') is provided with a rotary shaft (541 '), the rotary shaft (541 ') has an arc-shaped cylindrical surface, the lock head (51) is provided with an arc-shaped notch (513 ') matched with the rotary shaft (541 '), and the lock head (51 ') is inserted into the rotary shaft (541 ') with the arc-shaped notch (513 ') and can use the central axis of the rotary shaft (541 ') as the rotation central axis.

25. The translating piggyback transport system of claim 21, wherein the center of gravity of said lock head (51 ') is longitudinally offset from said center line of rotation and is located on the side of said support portion (512'); and/or the presence of a gas in the gas,

the locking device further comprises a third elastic piece, and the locking process is a process of increasing the deformation amount of the third elastic piece.

26. The translating piggyback transport system according to claim 16, wherein the lateral stop mechanism (6) comprises:

the support (61), the support (61) is fixed on the end connecting hook (221), and the support (61) is provided with a through hole (611);

a first stopper beam (62);

the stop driving beam assembly (63) is in transmission connection with the first stop beam (62);

in the stopping state, the first stopping beam (62) extends out of the through hole (611) to form a transverse stopping for the support part (4); in the gear-releasing state, the stop driving beam assembly (63) can drive the first stop beam (62) to retract so as to release the stop of the support part (4).

27. The translating piggyback transport system according to claim 26, further comprising a fourth resilient member (64), said fourth resilient member (64) acting on said first stop beam (62), the unblocking process being a process in which the amount of deformation of said resilient member (64) is increased.

28. The translating piggyback transport system according to claim 26, wherein the stop drive beam assembly (63) comprises a first link beam (631) hingedly disposed, one end of the first link beam (631) is a first stop drive end (6311), the other end is a connection end (6312), the first hinge shaft (633) of the first link beam (631) is fixedly disposed and located between the first stop drive end (6311) and the connection end (6312), and the connection end (6312) is in transmission connection with the stop beam (62).

29. The translating piggyback transport system according to claim 16, wherein the lateral stop mechanism (6) comprises:

a second stopper beam (61 ') hingedly disposed, both ends of the second stopper beam (61 ') being a second stopper driving end (611 ') and a stopper end (612 '), respectively, a hinge shaft (613 ') of the second stopper beam (61 ') being located between the second stopper driving end (611 ') and the stopper end (612 '), and the hinge shaft (613 ') being fixed to the end connection hook (221);

the limiting beam (62') is fixed on the end connecting hook (221);

in the stopping state, the limiting beam (62 ') is propped against the outer side of the second stopping beam (61 ') along the transverse direction, and the second stopping beam (61 ') can form a transverse stopping for the support part (4); in the gear-releasing state, the second stop driving end (611 ') is forced to rotate so as to drive the stop end (612') to release the stop of the support part (4).

30. The piggyback transport system of claim 29, wherein the lateral stop mechanism (6) further comprises a first stop member (63 ') and a second stop member (64'), both the first stop member (63 ') and the second stop member (64') being fixed to the end connection hook (221), the second stop beam (61 ') abutting against the first stop member (63') in the unlocked state, and the second stop beam (61 ') abutting against the second stop member (64') in the stopped state.

31. The piggyback transport system of claim 16, wherein the end connection hook (221) further comprises an end hook wall plate (221c) wrapping around an outer hook face of the end hook body (221b), the end hook wall plate (221c) being provided with an end first connection hole (221d), the end first connection hole (221d) communicating with the end receiving cavity (221 b-2);

the chassis lifting part is provided with a first unlocking part (77), and the first unlocking part (77) can be inserted into the end accommodating cavity (221b-2) through the first connecting hole (221d) of the end part when the chassis lifting part is lifted, so that the locking mechanism (5) is unlocked.

32. The translating piggyback transport system according to claim 16, wherein the chassis lifting portion comprises two chassis lifting devices (7) respectively located at both sides of the track (100), the chassis lifting devices (7) comprise a first base (71), a support base (72) and a driving mechanism, both sides of the support base (72) are respectively connected with the first base (71) through a support assembly (74);

the first base (71) is provided with a first slide way (711), and the supporting seat (72) is provided with a second slide way (721);

the supporting component (74) comprises a first supporting rod (741) and a second supporting rod (742) which are arranged in a crossed manner, the top end of the first supporting rod (741) is hinged with the supporting seat (72), the bottom end of the first supporting rod (741) can slide along the first slideway (711), the bottom end of the second supporting rod (742) is hinged with the first base (71), and the top end of the second supporting rod (742) can slide along the second slideway (721);

the drive mechanism is capable of acting on the support assembly (74) to vary the angle between the first support bar (741) and the second support bar (742).

33. The piggyback transport system of claim 32, wherein the drive mechanism comprises a driving member (731) and a locking assembly (732), the driving member (731) being disposed on the first base (71) and being capable of acting on the support assembly (74) to change the angle between the first support rod (741) and the second support rod (742), and the locking assembly (732) being capable of locking the relative positions of the first support rod (741) and the second support rod (742) when the angle between the first support rod (741) and the second support rod (742) is at a minimum.

34. The translating piggyback transport system of claim 33, wherein said locking assembly (732) comprises a push rod (733) and a rocker (734), said first base (71) further provided with a pin seat (712);

the push rod (733) comprises a first section (7331), a bend (7333) and a second section (7332) which are sequentially arranged, the end of the first section (7331) is hinged with the bottom end of the first supporting rod (741) and can slide along the first slideway (711), and the bend (7333) is hinged with the driving piece (731);

one end of the rocker (734) is hinged with the end of the second section (7332), and the other end is hinged with the pin seat (712);

the driving piece (731) can act on the bend (7333) to enable the rocker (734) to rotate around the pin seat (712) and drive the bottom end of the first supporting rod (741) to slide along the first slideway (711), and when the included angle between the first supporting rod (741) and the second supporting rod (742) is minimum, the bend (7333) is located above the pin seat (712).

35. The translating piggyback transport system according to claim 34, wherein the end of the first segment (7331) is provided with a connecting shaft, the connecting shaft is sleeved with a first roller (7335), the first pedestal (71) is further provided with a rolling plate (713);

the first roller (7335) can roll along the rolling plate (713) when the end of the first segment (7331) slides along the first slideway (711).

36. The piggyback transport system of claim 34, wherein an indentation (7341) is formed at one end of the rocker (734) facing the pin seat (712), and two side walls of the indentation (7341) and the pin seat (712) are respectively provided with a shaft hole (7342), and the pin seat (712) is disposed in the indentation (7341) and connected by a pin shaft passing through the shaft hole (7342).

37. The piggyback transport system of claim 34, wherein the chassis lifting device (7) further comprises an upper sliding shaft (75) and rollers (751) sleeved outside the upper sliding shaft (75);

the supporting components (74) on two sides of the supporting seat (72) are symmetrically arranged, the upper sliding shaft (75) penetrates through the top ends of second supporting rods (742) of the supporting components (74) which are symmetrically arranged and can slide along the second slide ways (721), and the rolling sleeves (751) are located between the two second supporting rods (742) and are abutted to and rolled on the supporting seat (72).

38. The translating piggyback transport system according to claim 37, wherein the chassis lifting device (7) further comprises a lower sliding shaft (76);

the lower sliding shaft (76) penetrates through the bottom end of a first supporting rod (741) of the supporting assembly (74) and a first section (7331) of the push rod (733), and can slide along the first slide way (711); and/or the presence of a gas in the gas,

the bottom frame lifting device (7) arranged on one side, facing the loading and unloading station, of the rail (100) is provided with a second unlocking portion (78), and the second unlocking portion (78) can unlock the transverse stopping mechanism (6) on the corresponding side when the bottom frame lifting device (7) lifts the bottom frame.

39. The translating piggyback transport system according to any one of claims 1-6, wherein the tray lift comprises two hydraulic lifting devices (8) located on either side of the track (100).

40. The translation type piggyback transport system according to claim 39, wherein the lower end face of the support part (4) is provided with three positioning parts, and the top end of the hydraulic lifting device (8) is provided with four positioning parts matched with the three positioning parts.

41. The piggyback transport system of any one of claims 1 to 6, wherein the yard equipment further comprises a longitudinal positioning device (9) disposed in the track (100), and the lower end surface of the support part (4) is further provided with a positioning structure;

the longitudinal positioning device (9) comprises a second base (91), a sliding seat (92), a driving part, a lifting part (94) and a positioning part (95), wherein the driving part can drive the sliding seat (92) to slide along the longitudinal direction relative to the second base (91);

the positioning part (95) and the lifting part (94) are arranged on the sliding seat (92), the positioning part (95) is matched with the positioning structure, and the lifting part (94) can lift the positioning part (95);

when the positioning part (95) is in a lifting state, the driving part can drive the sliding seat (92) to drive the positioning part (95) to slide along the longitudinal direction to be matched with the positioning structure, and the support part (4) is pushed to move along the longitudinal direction to a preset position.

42. The translating piggyback transport system according to claim 41, wherein the positioning part (95) comprises a cross beam (951) and a positioning block (952) fixedly arranged on the cross beam (951), and two ends of the cross beam (951) are respectively provided with a second roller (953) capable of rolling along the lower end surface of the support part (4).

43. The piggyback transport system of claim 42 wherein said lift (94) is an air spring mounted to said carriage (92).

44. The piggyback transport system of claim 43, wherein said sliding seat (92) further comprises a swing member, said swing member comprises a hinged end and an actuating end, said hinged end is hinged to said sliding seat (92), the top end of said air spring can push said actuating end to swing around said hinged end, and said cross member (951) is fixed to said actuating end.

45. The translating piggyback transport system of claim 44, wherein said oscillating member comprises two parallel and spaced apart oscillating bars (96).

46. The translating piggyback transport system according to claim 44, wherein the drive portion comprises a second hydraulic cylinder (93) hinged to the second base (91), an end of a second piston rod (931) of the second hydraulic cylinder (93) being hinged to the positioning portion (95).

47. The translating piggyback transport system according to claim 44, wherein the longitudinal positioning device (9) further comprises a limiting portion (97) provided to the sliding seat (92) for limiting the lifting height of the action end.

48. The piggyback transport system of claim 47, wherein the limiting portion (97) comprises a first link (971) and a second link (972) hinged to each other, an end of the first link (971) is hinged to the sliding seat (92), an end of the second link (972) is hinged to the positioning portion (95), and the lifting portion (94) can drive the first link (971) to unfold or fold relative to the second link (972) through the action end when lifting the positioning portion (95).

49. The translating piggyback transport system of claim 48, wherein the limit stop (97) further comprises a limit structure provided to the first link (971) and/or the second link (972) to limit a maximum included angle between the first link (971) and the second link (972).

50. The translating piggyback transport system according to claim 41, wherein the second base (91) is provided with a third slide (911) in the longitudinal direction, and the sliding seat (92) is provided with a slider (922) capable of sliding along the third slide (911).

Images